
Class ^ZS'.^^ 



Book 



CopglitlJ*. 



COKRIGHT DEPOSIC 



f ( 



T F 



WESTINGHOUSE. 



A Thorough Description of all the Westing- 
house Apparatus, Construction and Operation. 
Disorders, their Location and Correction. Con- 
tains more than 800 Questions and Answers and 
nearly too First-Class Illustrations ; also 300 
General Questions and Answers. 



progriissive: 

QUESTIONS and ANSWERS 

on the 




AIR BRAKE 



both 



WestingKouse and New YorK Systems, 



for 



BEGINNERS AND ADVANCED STUDENTS. 

Revised Edition 




by the 

Air BraKe Association. 



MA.Y, 1905. 



NEW YORK. 

All Parts of the New York System 
Thoroughly Explained, Including Dis- 
orders, their Location and Remedies. 
Nearly 600 Questions and Answers 
and 80 Splendid Illustrations. Un- 
doubtedly the Best Treatise of the New 
York Air Brake ever made. 



J 



/ ^ 



STANDARD 



FORM OF 



Questions and Answers 



ON THE 



AIR BRAKE, . 



COMPRISING BOTH THE 



Westinghouse and New York Systems 



FOR 



BEGINNERS 



AND 



ADVANCED STUDENTS 



REVISED 



BY THE 



Air Brake Association 

1905 



THE .JPAIV'AW 
Onf Oopv RcoEiveo 

MAY. 24 1905 

DLASr^ XXai N* 

<y:)f^^ a. 






INTRODUCTION. 



The value of the original book of Questions and Answers on the Air 
Brake, as compiled by the Air Brake Association in 1896, is perhaps best 
estimated by the unusually large sale of sixty thousand copies up to the 
present time. This value is further forcibly expressed by the insistent de- 
mands of air brake men for a revision of the original book, although there 
.-are many other air brake books in this field which, to some persons, may ap- 
pear overcrowded. Regardless of this fact, there seems to be a special field 
and demand for the Air Brake Association' s Book of Questions and Answers. 
It is to meet these demands and also those of new conditions in modern rail- 
road air brake practice that this revision has been made. Both the Westing- 
house and New York systems have been exhaustively treated by specialists 
in these two companies, thus putting between the covers of one book authori- 
tative and up-to-date information on the two brakes. That portion of the work 
pertaining to inspection, operation, repairs and maintenance, has been per- 
formed by actual service men, expressly called in for the purpose from the 
firing line of daily experience. In this way there has been brought together 
the strongest revising corps obtainable to produce an air brake book equally 
valuable to the beginner and to the advanced student — the former, if he ap- 
plies himself, being fitted to pass any air brake examination imposed, and 
ihe latter to be entertained and kept up-to-date in air construction and prac- 
tice. As an addition to the library of the air brake student, this book will 
be found indispensable. 

THE AIR BRAKE ASSOCIATION. 



LC Control Number 




tmp96 026516 



STANDARD 

FORM OF 

Examination Questions and Answers 

On the Air Brake as Formulated by the Air Brake Asso- 
ciation and as Revised to 1905. 



DEVELOPMENT OF THE WESTINGHOUSE AIR BRAKE. 

O. 1. What is a brake? 

A. A device or mechanism for retarding or stopping rota- 
tion of the wheels of a vehicle. 

Q. 2. What is a power brake? 

A. One whose operative energy is supplied by a mechanical 
power, such as compressed air, vacuum, hydrauHc, spring, chain, 
friction, or any other form of mechanical energy. A lever or 
wheel brake, operated by manual labor, is not considered a 
power brake. 

O. 3. What is a continuous brake ? 

A. A brake which works jointly, or in conjunction, on all 
the vehicles of the train. All forms of power brakes, generally 
speaking, are of the continuous form. The lever brake and hand 
brake are individual brakes, and therefore not power brakes. 

O. 4. What is an air brake? 

A. One whose operative power is compressed air. 

O. 0. What was the first or simplest form of air brake ? 

A. The "straight air" brake, designed and invented by Mr. 
George Westinghouse, Jr., about 1869. 

O. 6. Why was not the straight air ])rake satisfactory? 

A. First, if any accident happened to the brake pipe or its 
connections on the cars and engine of the train which would 
permit pressure to escape, the defect could not be detecteduntil 
the critical time when the engineer attempted to apply his brake. 
The air then sent back through the train pipe to the cylinders 
would escape at the damaged place, rendering the brake inoper- 
ative and useless. Second, it was impossible to apply the brake 
except at the engineer's valve on the engine. Third, on a long 
train of cars brake application was too slow, the time required 
to get the air to the rear end of the train being so great that the 
stop was much longer than with a short train ; likewise the time 
required to release the brakes on a long train was too slow, 
thereby causing delays in train starting.' Fourth, as the supply 



of pressure for all brake cylinders of the train came direct from 
the engine, the longer the train. the more cylinders there were 
to supply, and consequently the brake cylinder pressures would 
equalize power on a long train than on a short train. 

Q. 7. The length of the stop then was longer with a long 
train than with a short train ? 

A. Yes ; the length of the stop varied in direct proportion 
to the length of the train, and the time of release varied likewis<e. 

Q. 8. What form of brake superseded the straight air 
brake ? 

A. The plain automatic brake, designed and invented by J\lr. 
George Westinghouse, Jr., in the year 1873. 

Q. 9. Wherein was this brake an improvement over the 
''straight air" brake ? 

A. It was an indirect brake, being automatic in its action. 
Each car carried in an auxiliary reservoir its own storage supply 
of pressure for its brake cylinder, and the train pipe pressure, 
operating against a triple valve, held this storage of pressure 
from passing to the brake cylinder. Any accident to or 
breakage of the brake pipe and its connections on the train or 
engine, was shown up at once by the brake applying. The 
automatic applying feature of this design of brake gave it great 
value. As a reduction of pressure in the brake pipe would 
cause the brakes to apply, it was made possible for any of the 
train crew to apply the brake from any car in the train, equally 
well as the engineer in his cab. As pressure was stored in the 
auxiliary reservoir under each car for its individual use. that 
pressure could be passed into its brake cylinder much more 
quickly, with the automatic brake, than main reservoir pressure 
on the engine could be sent back through the entire length of 
train pipe and into the cylinders^of the whole train, by the straight 
air brake. This feature of individual storage of braking pressure 
on each car made it possible to apply the brakes on a train of 
the ordinary length then hauled almost as quickly as on a short 
train. It also permitted as high pressures in the brake cylinders 
of a long train as on a short train. 

Q. 10. What were the objectionable features of the plain 
automatic brake? 

A. While it gave satisfactory service on passenger trains 
and all freight trains of ordinary length an emergency applica- 
tion on a long freight train, however, could not be made suffi- 
ciently sudden to prevent the slack of the rear portion of the 
train from running in and causing severe shocks to the cars and 
their lading on the rear end. 



Q. 11. When and by whom was a quicker acting brake 
than the plain automatic demanded? 

A. In 1887, by the Master Car Builders in their brake trials 
at Burlington, la., on the C, B. & Q. R. R. The fact was then 
and there developed that on long, 50-car freight trains, the plain 
automatic brake set on the head cars first, and did not set 
sufficiently rapid to prevent the rear cars from running up 
against the forward portion of the train with such destructive 
force as to cause damage to the cars and their cont'ents. 

Q. 12. Did this occur in the service application or the 
emergency application of the brakes ? 

A. Both, but with greater violence in the emergency appli- 
cation. 

Q. 13. What form of brake then superseded the plain auto- 
matic brake? 

A. The quick action, form, which grew out of the Burlington 
brake trials. It was much quicker in its operation in emergency 
application and prevented the slack of the rear cars from running 
forward and doing damage to the lading and equipment of the 
train. The quick action brake has ever since been the standard 
brake in steam railroad service. 

Q. 14. The quick action form of brake gave a quicker 
emergency application ; how did it operate in service applica- 
tion? 

A. It operated in service application in the same har- 
monious manner as did the plain automatic brake, and operated 
independently of the emergency feature. One noticeable feature 
of the quick action brake was, that while it progressed and 
developed from a plain automatic brake to a quick action brake, 
it maintained all original features of the plain automatic brake, 
and operated harmoniously with it. 

Q. 15. The quick action triple valve then actually consists 
of two separate parts? What are they? 

A. Yes ; the service feature, or part which calls into play 
only the piston, slide valve and graduating valve, in service appli- 
cation. The emergency feature, or part which calls into play 
the emergency piston, emergency valve and rubber seated check 
valve, in addition to the piston and slide valve of the service 
feature, are called into play in the quick action application of 
the brake. 

Q. 16. Have there been any further developments in the air 
brake art since the introduction of the quick action brake ? 

A. Yes ; while the main unlerlying principles of the brake 
proper remain the same, still many improvements of a supple- 
mentary nature have been added, and are fully discussed in the 
following pages. 



THE WESTINGHOUSE STRAIGHT AIR BBAKE. 

Q. 17. What parts comprised the straight air brake ? 

A. The pump on the engine, for compressing the air ; the 
reservoir, for storing the compressed air ; the three-way cock in 
the engineer's cab, for manipulating the pressure in and out of 
the brake pipe ; the brake pipe, for conveying the air back to 
the brake cylinders, and the brake cylinder and its attachments 
under the car. 

Q. 18. How were brakes applied? 

A. The engineer turned the three-way cock to a position 
which permitted reservoir pressure on the engine to pass back, 
through the brake pipe, into the cylinders under the cars. If 
a light application was desired only a small quantity of pressure 
was allowed by the engineer to pass from the reservoir to the 
brake cylinders. If it was desired to apply the brakes harder 
a larger quantity of air was permitted to pass through the three- 
way cock to the brake cylinders. 

Q. 19. How were the brakes released ? 

A. The position of the three-way cock handle was reversed 
by the engineer, cutting off reservoir pressure on the engine, 
and at the same time making a connection between the brake 
pipe and the atmosphere, thus permitting brake cylinder pressure 
to discharge through the brake pipe and three-way cock to the 
atmosphere. If a partial release was desired only a part of the 
pressure was allowed to escape at the three-way cock. If a full 
release was desired, all the pressure was permitted to be dis- 
charged from the brake cylinders and brake pipe, through the 
three-way cock, to the atmosphere. 

WESTINGHOUSE " TRIGGER " FORM OF AIR PUMP. 

Q. 20. Please describe briefly the operation of the old 
"trigger" or straight air pump. (See Fig. 1). 

A. It consisted of the usual steam cylinder and air cylinder 
in vertical tandem. Steam entered from the boiler at the left 
side of the pump, and surrounded valve H, which had a rotary 
motion, this motion being given to it by the ''trigger'' valve 
arrangement in the top head. In chamber G was fitted a 
piston, e, which received alternately steam, pressures on its two 
sides, the side on which the steam was operative being dependent 
upon the reversing slide valve operated in its chamber by the 
usual reversing slide valve rod, extending down into the hollow 
rod of the steam piston. In the air cylinder were located the 
receiving and discharge valves, similar in design and operation 
to those in the 6-inch pump. 







Fig. I. Westinghouse "Trigger" Air Pump. 



8 



Q. 21. Was the ''trigger" pump the first design of air com- 
pressor used with the straight air brake ? 

A. No ; the first form used was converted from an old 
Worthington duplex water pump, by Mr. George Westinghouse, 
in 1869. This pump was quite crude and inefficient and gave 
way to the better "trigger" form, whose operation was also quite 
erratic at times, and engineers were obliged to frequently operate 
the valve motion with either a stick or a string to keep it going 
in order to accumulate the necessary amount of compressed air 
to supply the brakes of the train. 

WESTINGHOUSE SIX- INCH AIR PUMP. 

Q. 22. Describe briefly the operation of the 6-inch pump 
illustrated in Fig. 2. 



f EXHAUST PIPE 



-^PIPE 
FROM BOILER 



-r DRAIN PIPE 



2 PIPE TO AIR 
RESERVOIR 



discharge valve 
^"lift 



SUCTION VALVE 
TT LIFT 




Fig. 2. Westinghouse Six-Inch Air Pump. 

A. The steam valve motion is of the well-known 8-inch 
pump type which is hereinafter described. The air valves in the 
air cylinder are similar in their arrangement and operation to 



9 

those of the earlier form of the ''trigger" pump. On the up 
stroke, air is drawn in at the lower suction valve. On the same 
stroke, the atmospheric air in the air cylinder above the piston 
is compressed and forced out through the upper discharge valve 
to the main reservoir. On the down stroke, air is drawn into the 
tipper end of the cylinder, through the upper suction valve, and 
the atmospheric air in the lower end of the cylinder is com- 
pressed and forced out through the lower discharge valve to 
the main reservoir. The steam pipe from the boiler is ^-inch 
in size ; the exhaust pipe is f -inch, and the air discharge pipe 
is J-inch. The suction pipe is 1^-inch. 

STRAIGHT AIR FORM OF PUMP GOVERNOR. 

Q. 23. Describe briefly the first straight air form of air 
pump governor illustrated in Fig. 3. 

A. Steam entered the governor at B and passed to the air 
pump from the governor at P. Valve G controlled the opening 
between ^he boiler and the pump. Main reservoir pressure 
entered the governor at MR, passed through passage way a to 
chamber b, and acted upon diaphragm c. When this pressure 
was sufficient to overcome the tension of the adjusting spring 
above the diaphragm, valve d would be lifted from its seat, and 
the pressure would pass through passages e and E to the under 
side of piston F, which ascended, compressing the spring above 
it. This relieved the downward pressure of the small needle 
connected to the steam valve G, which, due to the greater boiler 
pressure on the lower area of the valve, with the assistance of 
the spring underneath, would force the valve G upward against 
its seat, thus closing oi¥ the admission of the steam to the pump. 
When main reservoir pressure was sufficiently reduced to permit 
the spring on the top of the diaphragm to seat the valve d the 
pressure in ports e and E and that on the piston F, would leak 
by the piston rings to the upper side of the piston, thence to the 
atmosphere, through an exhaust connection not shown in the 
illustration. This would permit the spring above the piston F 
to exert a downward force on the needle of steam valve G, 
forcing it from its seat, and re-establishing communication 
between the boiler and the pump. 

FIRST FORM OF AUTOMATIC BRAKE PUMP GOVERNOR. 

Q. 24. Please briefly describe the operation of the first form 
of automatic brake governor shown in Fig. 4. 

A. The wheel 8 was screwed down so as to permit the valve 
10 to be unseated by excess of pressure on the upper side of the 



10 



MR 




Fig. 3. Straight Air Pump Governor. 



11 



1 •> TRAIN PIPE 




Fig. 4, First Form of Automatic Brake Pump Governor. 



12 



valve when steam passed through the openings A and B to the 
pump. Train pipe air entered at the top end of the governor 
and passed round the stem 14 to the upper side of the diaphragm 
plate 18, which was held to its position by the spring 16 and was 
adjusted to resist a pressure of about 70 pounds on the dia- 
phragm. As soon as the air pressure on the diaphragm exceeded 
that amount it forced the diaphragm down, unseating the valve 
13, and allowing the steam on the upper side of the valve 10 to 
escape through the exhaust 6, which caused an excess of steam 
pressure on the lower side of the valve 10, forcing the valve 
against its seat and cutting off the supply of steam to the pump. 
When the pressure in the train pipe was diminished by applying 
the brakes, the diaphragm was restored to the position shown 
by the action of the spring 16. The valve 13 was then seated by 
the spring 12, and the steam pressure passed through the opening 
A, accumulating on the upper side of the valve 10 and forcing 
it down and using the passage for steam to the pump until the 
pressure in the train was again stored up to the required 70 
pounds. 

WESTING HO USE THREE-WAY COCK FORM OF BRAKE VALVE. 
Q. 25. Please describe briefly the operation of the three- 
way cock, illustrated in Fig. 5. 




Fig 5. Three- Way Cock Form of Brake Valve. 

A. The passage ways through the plug of the valve are 
designated by the marks on the plug. When the handle is 
turned to the right, communication is established between the 
main reservoir and the brake pipe to the brake cylinders. When 
the handle is reversed (turned to the left), the former cornmuni- 
cation is cut ofif and a new one made, establishing communication 
between the brake cylinders and brake pipe to the atmosphere. 



13 



THE WESTINGHOUSE IMPROVED STRAIGHT AIR BRAKE. 

Q. 26. Were there any improvements made in the straight 
air brake before it was finally abandoned in favor of the auto- 
matic brake ? 

A. Yes ; on long trains it was found that too long a time 
was required to discharge the pressure from the brake cylinders 
through the brake pipe and three-way cock into the engine cab. 
To overcome this slow release a device was invented to discharge 
the brake cylinder pressure to the atmosphere, locally, under 
each car. Fig. 7 shows the device installed in the train pipe 
of a three-car train. 




Fig. 7. Device for Discharge Brake Cylinder Pressure Under Each Car. 

O. 27, Describe the operation of the device illustrated in 
Fig. 8. 

A. When air was admitted to the brake pipe the pipes and 
cylinders were charged, and at the same time a limited portion 
of air would flow through the valve C, around the wire bl, filling 
the chamber B to the same pressure as in the pipe. The area 
of the valve C, subject to downward pressure, was somewhat 
larger than the effective area of the diaphragm pressing against 
the lower end of the valve. 

Q. 28. When chamber B became charged to an equal 
pressure with the train pipe, what then happened? 

A. When there was an equilibrium oi pressure in the brake 
pipe and chamber B valve C would remain on its seat, due to the 
larger area of the upper side of valve C, subject to downward 
pressure, this being larger than the effective area of the dia- 
phragm pressing against the lower end of the valve. 

Q. 29. How did this valve operate when air was discharged 
from the three-way cock to release the brake? 

A. When brake pipe air was released the pressure within 
the chamber B being prevented from escaping as rapidly as from 
the brake pipe, by the smallness of the opening round the wire 
bl, exerting a pressure on the rubber diaphragm B, which caused 
the valve C to be raised from its seat and the air to be more 
rapidly discharged from the brake cylinder and brake pipe, round 
the wings of the valve C and through the port al, to the 
atmosphere. 

Q. 30. Why did not air release as quickly from chamber B 
as from the brake pipe ? 



14 




Fig. 8, Valve for Locally Discharging Brake Cylinder Pressure Under Each Car. 

A. Because the wire bl was so proportioned in relation to 
the size of the hole in the valve C that the pressure within the 
chamber B would, after the brakes are off, be discharged very 
soon, so that when the brakes were again to be applied the 
pressure would have escaped from the chamber and permitted 
valve C to be closed. 

Q. 31. Does not this device seem to suggest the departure 
of the straight air brake and approach of the automatic brake ? 

A. Yes ; this device permitted each brake cylinder to dis- 
charge its pressure locally under each car, instead of that 
pressure being carried up through the train pipe to the engineer's 
brake valve, where the pressure from all of the cylinders was 
formerly discharged. However, the local application of the 
brake thus far is wanting in the straight air, for as yet no means 
have been supplied for providing a local or immediate supply of 
pressure for each brake cylinder, all cylinders being dependent 
upon the one reservoir on the locomotive for their supply. 



15 

THE WESTINGHOTJSE AUTOMATIC AIR BRAKE. 

Q. 32. What were the conditions necessitating the auto- 
matic brake ? 

A. To overcome the shortcomings of the straight air brake, 
as previously discussed, and as hereinafter mentioned. 

Q. 33. What are the principle features of the automatic 
form of air brake? 

A. Those which permitted an automatic application of the 
brake in case of accident to the operative parts. Instead of 
relying on one main reservoir on the locomotive, from which 
the entire number of brake cylinders in the train should draw 
upon, each car in the automatic system was supplied with an 
auxiliary reservoir, holding the braking pressure for the use of 
that car only. In releasing brakes, as well as in applying, the 
brake cylinder pressure would be operated locally under each 
car, thereby giving a more prompt application and release of 
brakes. 

Q. 34. To do this what additional parts were necessary to 
convert the straight air brake to the automatic system? 

A. An auxiliary reservoir to carry pressure for that indi- 
vidual vehicle, this being located under each car, and a triple 
valve to operate the pressure from this auxiliary reservoir to the 
brake cylinder in application of the brakes, and to empty the 
brake cylinder locally under each car in releasing brakes. The 
auxiliary reservoir and triple valve were also added to the driver 
brake of the engine and on the tender ; otherwise, the remaining 
parts were substantially the same as in the straight air system. 

Q. 35. What was the most essential part of the automatic 
air brake system? 

A. The triple valve, connected to the auxiliary reservoir, 
under each car. 

Q. 36. What were the functions of the automatic triple 
valve ? 

A. To pass the pressure from the brake pipe into the 
auxiHary reservoir, commonly called charging; to operate the 
auxiliary reservoir pressure into the brake cylinder during brake 
apphcation, and to release the pressure from the brake cylinder, 
passing it to the atmosphere locally under each car, in release of 
brakes. 

Q. 37. Why was this valve called a triple valve? 

A. Because it performed a threefold function of charging 
the auxiliary reservoir, applying the brake, and releasing the 
brake. The air also passed through this valve three different 
times during the three different operations of the brake. These 
operations gave the triple valve its name. 



16 

"RUBBER DIAPHRAGM" TYPE OF WESTING HOUSE TRIPLE VALVE. 

Q. 38. What was the first form of triple valve? 

A. The form shown in Fig. 9, which was commonly known 
as the ''rubber diaphragm" type. 

Q. 39. Please describe the construction of this form of 
triple valve. 

A. It consisted of a suitable case, having connections for 
the train pipe, auxiliary reservoir and brake cylinder, as shown. 
Its inner and operative parts consisted of a rubber diaphragm, 
fastened to moving parts in such a manner as to produce required 
openings during charging, application and release of brakes. 
In application of brakes its valvular mechanism closed the 
charging and release ports and opened a communication be- 
tween the auxiliary reservoir and the brake cylinder. In release 
of brakes the mechanism closed communication between the 
auxiliary reservoir and the brake cylinder and opened communi- 
cation between the brake cylinder and the atmosphere, thus 
releasing the brakes. At the same time an opening was made 
through the mechanism, which permitted brake pipe pressure 
to pass to the auxiliary reservoir, supplying a recharge for next 
application of the brake. 

Q. 40. Please describe the charging operation of the rubber 
diaphragm type of triple valve ? 

A. Air entered from the brake pipe at the connection shown, 
through passage e into chamber A, passed in the direction shown 
by the arrow through the middle of the rubber diaphragm 10, 
through a large square port f, around button head 12, and through 
port g into chamber B, thence through port h to the auxiliary 
reservoir, thus supplying a charge for brake application. 

Q. 41. Please describe the operation of the triple valve in 
brake application. 

A. A reduction made in the brake pipe lowered the pressure 
in chamber A, thereby permitting greater pressure remaining in 
chamber B to move the diaphragm and its valvular parts upward, 
closing communication between chamber A and chamber B and 
pulling valve 20 upward against its seat. The shoulder of the 
rod 16 lifted valve 6 ofif its seat and permitted auxiliary reservoir 
pressure in chamber B to pass to chamber C, thence through 
ports i and r into the brake cylinder, thus applying the brake. 

Q. 42. Please describe the release operation of the brake 
with this triple valve. 

A. An increase of pressure in the brake pipe caused the 
pressure in chamber A to increase above that remaining in cham- 
ber B, thus driving the diaphragm and its valvular parts to the 
positions shown in Fig. 9, making a communication between the 



TENDER EQUIPMENT 



^ || \ AUXILIARY 
' II j RESERVOIR 



Tn 



yi ;■ '-' JCAR BRAKE CYLINDE 



CAR EQUIPMENT 




17 



TO TRATN PIPE 



UJ 


cc 


^ 


UJ 


< 


o 


(T 


z 


m 


-1 


O 


> 


1- 




* 


r 




Fig. 9. <* Rubber Diaphragm " Type of First Westinghouse Triple Valve. 



18 

brake cylinder, through passage ways r cind i, into chamber C, 
thence through ports k to chamber D and ports o and p to the 
atmosphere, thus releasing the brake. 

Q. 43. What were the objections to this form of triple 
valve ? - 

A. Its construction' permitted an accumulation of moisture 
in chamber A, on top of the rubber diaphragm 10, permitting a 
closure of the charging port, thus rendering the valve inoper- 
ative. Again, the rubber diaphragm was short-lived, and fre- 
quently became ruptured, which also rendered the valve inoper- 
ative. 

" CENTRE FEED " FORM OF WESTINGHOUSE TRIPLE VALVE. 

Q. 44. What was the next form of triple valve employed? 

A. That form shown in. Fig. 10, which consisted of a metal 
piston 5, and other operative parts, more substantial in design 
and structure. It will be observed in this valve, that air enters 
from the under side of the operative parts, instead of the upper 
side, as in the rubber diaphragm type, and a drain cup is sup- 
plied for the accumulation of moisture, which was drawn off by 
removing the plug 16. 

Q. 45. Please briefly describe the operation of this form of 
triple valve. 

A. Air entered from the brake pipe at A, passed through 
port e to chamber h, thence through the center of the piston, 
past the small needle feed valve, through ports i and k tO' cham- 
ber m, thence to the auxiliary reservoir, thus charging the brake 
and making it ready for application. 

Q. 46. Describe the application of the brake. 

A. A reduction of brake pipe pressure made the pressure in 
chamber h, under the metal piston, lower than that remaining in 
chamber m, above the piston. This caused the piston to descend, 
carrying with it the slide valve 6, and making an opening over 
its top end, between the auxiliary reservoir and port r in the 
brake cylinder. When a sufficient amount of pressure had left 
the auxiliary reservoir and gone to the brake cylinder to make 
the pressure on the upper side of the piston slightly lower than 
that on the under side, graduating spring 9 would force the 
graduating stem 8 upward, which, with the assistance of the 
pressure in chamber h, would close the opening over the end of 
the slide valve between the auxiliary reservoir and brake cylinder. 

Q. 47. What was the next form of triple valve designed and 
used? 

A. The type which is commonly regarded as the standard 
modern plain triple valve, and which will be more fully discussed 
hereinafter. 



19 




TO AUXILIARY^ 
RESERVOIR 



Fig. lo. "Centre Feed" Type of Westinghouse Plain Triple Valve. 



20 



WESTINGHOUSE PLAIN TRIPLE VALVE, "LEAKAGE GROOVE " TYPE. 

Q. 48. Please describe the triple valve shown in Fig. 11. 

A. This was known as the plain triple valve "leakage 
groove" type. 

Q. 49. In what respect did it differ from the valve illus- 
trated in Fig. 10 ? 

A. The drain cup was of different form, and a graduating 
valve, of the present familiar type, giving finer graduated appli- 
cations, was introduced. 

Q. 50. What was the function of the small port leading from 
port z to the face of the slide valve ? 

A. To permit the escape of pressure going to the brake 
cylinder at undesirable times, and it was known as the ''leakage 
groove." 



AUTOMATIC 



TO TRAIN PIPE 




Fig. II. ** Leakage Groove" Type of Westinghouse Plain Triple Valve. 



21 

Q. 51. How did this port perform the duty of the leakage 
groove, now located in the wall of the brake cylinder ? 

A. A light reduction of pressure in the brake pipe, due to 
leakage, etc., would cause the piston to descend, carrying with it 
the graduating valve and slide valve, until the leakage port, 
opening out of port z, would open into port r. Port n, still con- 
necting port r and exhaust port p. would let auxiliary reservoir 
pressure escape to the atmosphere instead of going to the brake 
cylinder and setting the brake. 

Q. 52. Did not this leakage groove interfere with a service 
application of the brake ? 

A. No. The leakage port would be blanked against the 
slide valve seat in service application. 

WESTING HOUSE PLAIN TRIPLE VALVE, FREIGHT TYPE. 

Q. 53. Was not there a plain type of triple valve for freight 
service ? 

A. Yes. It was similar in construction to the passenger 
triple, but it worked in a horizontal position. 

Q. 54. Was this form of triple valve entirely satisfactory? 

A. For a time, and upon a train having a limited number of 
cars, but in a long train it was found to be faulty. 

Q. 55. In what respects would not this valve meet condi- 
tions of freight train service ? 

A. While giving satisfaction in a service application of the 
brakes, it failed to do as well during an emergency application. 
The sudden application of the brakes would cause the head 
brakes to apply instantly, but owing to the great distance of the 
rear cars from the engine, and the friction of the air in the brake 
pipe, the rear brakes were so slow in applying that the slack of 
the rear end would run in against the cars on the head end, 
whose brakes were already fully applied, and terrific shocks 
would result to the rear cars and their lading. 

Q. 56. How was this discovered, and what means were 
taken to overcome this serious fault ? 

A. The Master Car Builders held a series of tests on the 
Burlington road in 1886 to determine the best form of brake 
for freight service and required the manufacturers of air brakes, 
who desired to compete, to present a 50-car freight train equip- 
ped with air brakes. Among several competitors the Westing- 
house Air Brake Company presented a train equipped with triple 
valves of the freight form above described. In runs with a train 
consisting of 50 freight cars, and upon which the emergency ap- 
plication was made, the shocks to the rear end were so terrific as 



22 



to cause great damage to that portion of the train, and this form 
of brake was declared unfit for the condition of service for that 
period when trains were gradually increasing in length. 

Q. 57. What was first tried to overcome this objection? 

A. The cause was believed to be due to the fact that brake 
pipe pressure could not be vented sufficiently rapid at the brake 
valve to get anywhere near a simultaneous application of the 
brakes throughout the train, it requiring over six seconds to 
apply the brakes on a 50-car train. A device shown in Fig. 12 
was then introduced at certain points in the brake pipe, about 
15 cars apart, to assist by thus venting train pipe pressure 
locally. 

TRAIN PIPE VENTING VALVE. 

Q. 58. How did this device operate to assist brake pipe 
venting and getting a quicker application of the brakes through- 
out the train? 



BRAKE VALVE 




Fig. 12. Train Pipe Venting Valve. 

A. The left end of the device was connected to the brake 
pipe at the rear end of, say, the fifteenth car, and the right end 
was connected to the brake pipe at the head end of the sixteenth 
car. A reduction of pressure at the brake valve would reduce 
the pressure in the chamber at the left of valve 4, thus permitting 
the pressure on the opposite side of the piston 8, being greater, 
to shift the piston 4 and its slide valve 10 to the left, thereby 
making an opening from the brake pipe through port b of the 
slide valve and a in the seat to the atmosphere. Additional 
opening was made in the brake pipe through port c to the 
atmosphere. This assisted the venting of train pipe pressure 
and obtained a quicker serial appHcation of brakes throughout 
the train. This was known as a local venting valve. 



23 

Q. 59. Did the local venting valve meet all requirements 
and overcome the shocks on the rear end of the train? 

A. To a large extent, but it served the more useful purpose 
of leading up to the quick action triple valve which vented the 
train pipe pressure locally, at each car, thereby greatly hastening 
the serial application .of brakes throughout the train and making 
it possible to operate compressed air brakes on long trains with- 
out electric connections. 

Q. 60. In what way did it lead up to the design of the triple 
valve, which, in addition to its functions of charging, applying 
and releasing the brake, vented locally the train pipe pressure, 
thereby making possible the appHcation of brakes throughout 
the entire 50-car train in less than three seconds ? 

A. This device was practically added to the plain freight 
triple valve. 

THE FIRST QUICK ACTION TRIPLE VALVE, WESTINGHOUSE " 360070." 

Q. 61. Please describe the operation of the triple valve 
shown in Figs. 13 and 14. 

A. This type of triple is known as the ''360070," the patent 
number, and is the pioneer type of quick action triple valves. 

Q. 62. Please explain the operation of this pioneer triple 
valve. 

A. The first sharp brake valve reduction of pressure in the 
brake pipe sent the triple valve nearest the engine into quick 
action and that triple valve drew air from the brake pipe through 
itself into the brake cylinder, which started the next triple valve, 
and so on, throughout the train. 

Q. 63. Did this triple valve use only train pipe pressure in 
its brake cylinder ? 

* A. No ; the first pressure passing to the cylinder was brake 
pipe pressure^ and auxiliary reservoir pressure was supplied on 
top of that. 

Q. 64. Please describe the operation of this triple valve. 

A. It comprised two distinct parts — the service portion and 
the emergency portion. Air passed in from the train pipe^ 
through passage ways 17 and 18 and the dotted lines port, to 
the triple valve cap and the chamber at the right of the piston. 
Thence pressure passed through the feed port into the slide valve 
chamber and to the auxiliary reservoir in the ordinary manner. 

Q. 65. Please describe the service application of brakes 
with this triple. 

A. A gradual reduction of pressure in the brake pipe re- 
duced the pressure on the right side of the triple valve piston, 
the same as with the plain type of triple, causing the piston to 



24 




TRAIN PIPE 



Fig. 13. Pioneer Type of Quick Action Triple Valve, " 360070." 

move to the right against the graduating stem and spring, 
auxiliary reservoir pressure to pass to the brake cyhnder in 
same manner as with the plain triple valve. 

p. 66. Was the emergency application of the brake 
same as the service application ? 



and 
the 

the 




TRAIN PIPE 

Fig. 14. Pioneer Typs of Quick Action Triple Valve, " 360070." 



25 

A. No ; a quick reduction of pressure in the train pipe would 
cause the triple valve piston and its connections to jump swiftly 
to the right, compressing graduating spring 39 and driving the 
stem and its connected parts, slide valve 41, to the extreme 
right, making an opening from the chambei at the right of the 
piston, through port 42, against check valve 49, forcing the latter 
from its seat, and thus effecting a direct passageway from the 
brake pipe via the piston chamber, port 42, valve 49 and port 46, 
to the brake cylinder. Auxiliary reservoir pressure then passed 
through the slide valve to the brake cylinder, augmenting the 
brake pipe pressure already vented to the cylinder. 

Q. 67. State the advantages obtained in this type of triple 
valve. 

A. The brake pipe pressure was vented locally by each triple 
valve into its own brake cylinder, thereb}' utilizing that pressure 
for a higher braking power, obtaining a quicker serial application 
of the brakes throughout the train and reducing the time of 
application on the entire train from six to less than three 
seconds. Shocks on the rear end of the train were reduced, but 
still remained quite violent, but certain modifications, familiar 
to air brake men and which are embodied in the modern quick 
action form of triple valve, have made possible the satisfactory 
working of compressed air brakes on long trains. 

Q. 68. Was the release of brakes with this triple valve any 
different than with the plain freight triple valve ? 

A. No ; this feature, with that of the charging feature and 
the service application feature, were identical with the plain type 
of freight triple valve. 

Q. 69. In what form of triple valve are these improvements 
•embodied? 

A. That form shown later on, which is known as the Stand- 
ard Westinghouse triple valve, a description of which is here- 
inafter given in sufficient detail. 

B-11 FORM OF ENGINEER'S BRAKE VALVE. 

Q. 70. What prompted the design and manufacture of the 
B-ll type of engineer's brake valve, illustrated in Fig. 15? 

A. On long trains, on which the automatic air brake was 
operated, it was found that if the engineer closed the three-way 
cock suddenly, after making a train pipe reduction, the greater 
reduction would be made in the head end of the pipe, and the 
higher pressure at the rear end of the train would come forward 
and equalize, thus raising the pressure on the head end of the 
train pipe greater than the auxiliary reservoir pressure was after 
brake appHcation had been made. This caused the head brakes 
to release. 



26 




Fig. 15. Westinghouse B- 1 1 Engineer's Brake Valve. 

Q. 71. Could not the three-way cock be closed gradually by 
the engineer, and thus preA^ent the release of head brakes, due 
to this surging of air coming from the rear end? 

A. If the reduction of train line pressure were slowly made 
and the cock closed very gradually, the reduction would be com- 
paratively uniform throughout the entire length of the train 
pipe, and therefore there would be no cause for brakes releasing 
on the head end; but it was found impossible on account of the 
rolling of the engine, to make a sufficiently slow reduction and 
gradual closure at the brake valve. ,Some mechanical device 
was demanded. 

Q. 72. How was that mechanical device comprehended in 
the B-11 brake valve? 

A. This valve was of such construction that when the handle 
was turned to apply brakes it was partially unscrewed from the 
valve body, and the tension was released on the spring 4 in the 
top of the valve, which permitted the brake pipe pressure to 
raise valve 3 and vent itself to the atmosphere, until such time as 
the air pressure on the under side of the valve was equal with 
that of the spring pressure on top, when the valve 3 would close. 
Thus an automatic closure was had, and the amount of brake 
pipe reduction was proportionate to the amount of tension re- 
moved from the spring 4. 



27 

Q. 73. Did this valve remove the troublesome cause of head 
brakes releasing? 

A. No; while the remedy was supplied, it was not made use 
of, as the engineer would habitually make the closure himself. 

Q. 74. Please describe further the operation of the B-11 
engineer's brake valve? 

A. The pipe connections to the valve were made as shown in 
Fig. 15. To charge the train pipe the handle was placed in full 
release position, which permitted main reservoir pressure to pass 
upward through the direct ports of the rotary valve 6, thence to 
the brake pipe. 

Q. 75. For what purpose is small valve 7, shown in Fig. 15? 

A. With the brake valve handle in running position, direct 
communication between the main reservoir, through the rotary 
valve 6, to the train pipe was cut of¥, and another passageway 
substituted. Main reservoir pressure was obliged to lift valve 7 
off its seat, against the tension of the small coil spring, before it 
could pass through a small port to the train pipe. This small 
valve was known as the "excess pressure" valve, and the tension 
of its spring was adjusted to resist a pressure of about 20 pounds. 
In this way 20 pounds more was held in the main reservoir than 
in the train pipe, and which was used during brake release to 
ensure all brakes releasing. 

Q. 76. Was this the first valve to employ the "excess pres- 
sure" valve? 

A. No; the "excess pressure" valve was first incorporated 
in the three-way cock, shortly before it was discarded. 

Q. 77. As the B-11 brake valve was not successful in pre- 
venting the release of head brakes, what was next done? 

A. A purely mechanical device was deemed necessary to 
accomplish this work. 

THE EQUALIZING DISCHARGE VALVE. 

Q. 78. What mechanical device was next introduced to 
overcome the release of head brakes? 

A. That one shown in Fig. 16, which was placed in the train 
pipe, under the tender, away from the immediate touch of the 
engineer. This device was known as the equalizing discharge 
valve. 

Q. 79. Please describe the operation of the equalizing dis- 
charge valve. 

A. It was connected to the brake pipe in the manner indi- 
cated in Fig. 16, and consisted of a diaphragm 7 and its associ- 
ated parts. When the engineer reduced brake pipe pressure to 
apply the brakes, he reduced only that portion between the B-11 



28 




Fig, 1 6. First Form of Equalizing Discharge Valve. 

brake valve and the equalizing discharge valve in the pipe under 
the tender. He thus reduced the pressure in chamber b, and 
this reduction permitted the pressure in chamber e, being greater 
than that in chamber b, to force the diaphragm and its associated 
parts to the left, lifting valve 11 from its seat, and making a pas- 
sageway for the escape of air from the brake pipe between the 
valve 11 and its seat and port h, tO' the atmosphere. As soon as 
the pressure in the brake pipe back of the equaUzing valve and 
in chamber e had reduced equal to that remaining in chamber b, 
valve 11 would reseat and close ofif the discharge, thus automati- 
cally reducing train line pressure in proportion to the amount 
the engineer drew from his gauge and at his brake valve. 

Q. 80. How did this valve operate in brake release? 

A. The increased pressure from the main reservoir, being 
passed to the brake pipe, forced the diaphragm and its parts to 
the right, causing washer valve 6 to be separated from the dia- 
phragm 7, and air would pass into chamber c, out through ports 
d into chamber e and the main brake pipe, 

Q. 81. Was this mechanical device successful? 

A. Yes ; entirely so, and was later embodied in the brake 
valve where it is now found substantially the same in principle. 

FIRST ENGINEER' S BRAKE AND EQUALIZING DISCHARGE VALVE. 

Q. 82. In what form of brake valve was this equalizing 
discharge device first placed? 



29 



A. In the C-7 form, which is illustrated in Fig. 17. 

Q. 83. Please describe the operation of the C-7 brake valve. 




RECEASIN6 BRAKE 



Fig. 17. First Form of Engineer's Brake and Equalizing Discharge Valve. 

A. Referring to Fig. 17. The valve is shown in position 
for releasing brakes. The pressure in the main reservoir passing 
through the rotary valve 13 and to the main brake pipe is shown 
by arrows. While running the handle of the valve is turned to 
the position shown in the diagram, when the air enters through 
the feed port, passing the f^ed valve 32, which is held to its seat 
by the spring 33, which causes an excess of pressure in the main 
reservoir over that in the brake pipe, equal to the strength of 
the spring 33 and ensures a quick release of the brakes. 

Q. 84. The C-7 valve does not seem to contain the length of 
pipe between the brake valve and equalizing discharge feature 
as shown in Fig. 16. Why is this ? 

A. The chamber A is connected to a small reservoir not 
shown in the cut which simply serves to increase the effective 
capacity of the chamber, similar to the manner in which the short 



30 

length of pipe between the engineer's brake valve and the 
equahzing discharge valve under the tender formerly did. 

Q. 85. Describe the application operation of the C-7 brake 
valve. 

A. To apply the brakes the handle is turned to the position 
for application shown in the diagram and a portion of the air in 
the chamber allowed to escape from the supply port, causing a 
corresponding reduction of pressure in the chamber, after which 
the handle is turned to put the valve on lap. The excess of 
pressure in the main brake pipe over that in chamber A forces 
the piston 18 up, unseating the valve 22 and allowing air to 
escape through the exhaust from brake pipe until the pressure 
in the brake pipe^ is equal to that in the chamber A, the valve 
22 remaining open until the pressure is equalized throughout 
the train, when this valve is returned to its seat by the spring 27. 

Q. 86. That describes the service application of the brake, 
please describe the emergency application. 

A. If a very considerable reduction of pressure is made in 
the chamber A the piston 18 will move far enough to carry with 
it the slide valve 23 and allow the air to escape more rapidly by 
uncovering the two exhaust ports. In case of an emergency the 
handle was turned to the extreme right, connecting the direct 
application port with a large exhaust port, and releasing the 
pressure in the brake pipe with great rapidity. 

Q. 87. This, then, is the first real form of equalizing dis- 
charge brake valve ? 

A. Yes ; although the operative parts were modified, still 
the same feature is employed in the modern brake valve as 
illustrated in Fig. 17. 



31 

GENERAL DESCRIPTION OF THE WESTINGHOUSE aUICK 
ACTION AUTOMATIC BRAKE. 

Q. 88. What essential parts comprise the Westinghouse 
quick action automatic brake? 

A. The steam driven air compressor, which suppHes the 
compressed air; the main reservoir, in which the compressed air 
is stored; the engineer's brake valve, which regulates the flow of 
air from the main reservoir into the train pipe for charging and 
releasing the brakes, and from the train pipe to the atmosphere 
for applying the brakes; the air gauge for indicating the air pres- 
sures; the pump governor, which regulates the supply of steam 
to the pump; the train pipe, which connects the engineer's brake 
valve to each triple valve in the train; the auxiliary reservoir, in 
which is stored the supply of pressure for each individual brake 
cylinder; the brake cylinder, the piston rod of which is connected 
to the brake levers in such a manner that when the piston is 
forced outward the brake shoes are forced against the wheels; 
the quick action triple valve, for charging, applying and releas- 
ing the brake; the pressure retaining valve, for retaining a por- 
tion of the brake cylinder pressure, when the retaining valve 
handle is turned up; and the automatic slack adjuster, which 
automatically maintains a constant travel of the piston in the 
brake cylinder, by taking up the slack as the brake shoes wear. 
These parts are diagrammatically shown in plate A and plate B. 

Q. 89. By what most essential part is the air brake con- 
trolled? 

A. The triple valve, the primary parts of which are a piston 
and slide valve. 

Q. 90. In what way is the triple ..valve caused to operate the 
brake? 

A. A moderate reduction of pressure in the brake pipe 
causes the greater pressure remaining stored in the auxiliary 
reservoir to force the piston and slide valve to a position which 
allows the air in auxiliary reservoir to pass into the brake cyl- 
inder and apply the brake. This is known as a service appli- 
cation. 

Q. 91. How is an emergency application made? 

A. A sudden or violent reduction of pressure in the brake 
pipe causes the supplementary, or quick action, valves in the 
triple to be opened, permitting air in the train pipe to enter the 
brake cylinder, to which the auxiliary reservoir contributes its 
usual supply of pressure, and a brake about 20 per cent, greater 
in efflciency is thereby obtained. 

Q. 92. Is the emergency application quicker than the ser- 
vice application? 



32 

A. Yes; it is also more powerful. It is also nearly instan- 
taneous throughout the train. 

Q. 93. How are the brakes released? 

A. When the pressure in the brake pipe is again increased 
above that remaining in the auxiliary reservoir, the piston and 
slide valve are forced in an opposite direction, to their normal 
positions. 

Q. 94. In the normal or release position does anything else 
transpire beside the release of the brake? 

A. Yes; communication is restored between the brake pipe 
and the auxiliary reservoir, and pressure from the brake pipe 
passes through the triple valve into the auxiliary reservoir, 
recharging it for the next operation. 

Q. 95. What function does the pressure retaining valve 
perform ? 

A. When in operative position it arrests the discharge of 
brake cylinder pressure to the atmosphere after all pressure 
above 15 pounds has escaped. This last 15 pounds is held 
trapped in the cylinder, holding the brake applied to that degree, 
which tends to hold the train in check while the auxiliary reser- 
voir is being recharged. 

Q. 96. When the engineer desires to apply the brakes, in 
what position does he place the handle of the engineer's brake 
valve ? 

A. He moves it to the right, cutting off communication with 
the main reservoir and permitting a portion of the brake pipe air 
to escape. This causes the triple valve to operate as described 
and the brake sets. 

Q. 97. How is the brake released? 

A. The engineer moves the handle to the extreme left 
which allows air to flow from the main reservoir into the brake 
pipe, restoring the pressure therein, which in turn passes it to 
the auxiliary reservoir, which becomes recharged. 

Q. 98. What is the oiBce of the conductor's valve ? 
A. It is placed in each passenger car and to it is attached 
a cord that runs throughout the length of the car. This valve 
may be opened by pulling the cord and brake pipe pressure is 
discharged, thereby applying the brake. When the train has 
been brought to a full stop in this manner the valve must be 
closed. 

Q. 99. What is the characteristic feature of the automatic 
air brake ? 

A. A reduction of pressure in the brake pipe, due to any 
.cause whatever, will cause the triple valve to move to application 
position and apply the brakes. This safety feature caused the 
introduction and development of the automatic air brake. 



33 

Q. 100. For what are the angle cocks placed in the train 
pipe at each end of the car ? 

A. To close the pipe and prevent the escape of air when 
hose couplings are broken. 

Q. 101. For what purpose is the stop cock placed in the 
cross-over pipe to the quick action triple valve ? 

A. To cut out the brake on that car should it for any reason 
become defective or inoperative. 

Q. 102. Explain the use of the cut-out cock underneath the 
engineer's brake valve. 

A. This cock is for cutting out the engineer's brake valve 
upon all locomotives except the one operating the brake in case 
two or more are attached to the same train. The head engine, 
being in the most favorable position, should always do the 
braking when practicable. 



34 

THE AIR PUMP. 

THE WESTINGHOUSE 8INCH AIR PUMP. 

O. 103. What end of the air pump is the power developed 
in to operate it ? 

A. The upper or steam cylinder end. 

Q. 104. What is the lower or air cylinder end for? 

A. It performs the function of an air compressor. 

AIR COMPRESSOR PORTION, 8-INCH PUMP. 

Q. 105. How many operative parts are there in the air end 
of the pump and what are they? 

A. Five. The air piston and four check valves, two of 
which are known as receiving valves and two as discharge valves. 

Q'. 106. What performs the duty of compressing the air? 
I A. The air piston. 
i Q. 107. Explain how this is accomplished. 

A. As the piston is moving up or down in the cylinder, the 
air on one side of the piston is being compressed and delivered 
out to the main reservoir, while air from the atmosphere is flow- 
ing into the cylinder on the opposite side of the piston. 

Q. 108. Trace the flow of air in and out of the air cylinder. 

A. By referring to Fig. 18, which is a front section view of 
an 8-inch pump, suppose the piston to be on the up-stroke. The 
air above the piston would be compressed and forced out through 
passage P, under upper discharge valve 30, which would be 
raised off its seat and allow the air to pass through passage T 
into chamber S, and out to the main reservoir, while at the 
same time air from the atmosphere would pass through the lower 
air inlet, unseat the lower receiving valve 31, and through lower 
passage P into the lower part of the cylinder, filling it with 
atmospheric pressure. 

Q. 109. Now that the piston is at the upper end of the 
cylinder, what will take place as it starts down? 

A. The upper discharge valve 30, and lower receiving valve 
31, will drop to their seats, due to gravity, the air in the cylinder 
below the piston will be compressed and delivered out through 
lower passage P, under the lower discharge valve 30, which will 
be raised from its seat, and the air pass into chamber S and out 
through the pipe connection to the main reservoir. Atmos- 
pheric air is at the same time passing through the upper air inlets, 
unseating the upper receiving valve and passing through upper 
passage P to the cylinder. 

Q. 110. What is the lift of the air valves in the 8-inch pump ? 

A. The receiving valves have ^-inch lift and the discharge 
valves 3-32 inch. 



35 



FROM BOILER- 

3£ 




Fig. 1 8. Westinghouse 8- inch Air Pump. 

Q. 111. Why is it necesary to give the receiving valves more 
Hft than the discharge valves ? 

A. This is due to the construction of the pump. As all 
valves are on one side, it is necessary to remove the receiving 
valves through the seats of the discharge valves, which necessi- 
tates that they be smaller in diameter, therefore require greater 
lift. 

Q. 112. What is the diameter of the steam and air cylinders 
of the 8-inch pump ? 

A. Steam cylinder, 8 inches. Air cylinder, 7| inches. 

Q. 113. What is the stroke of the pistons in the 8-inch 
pump? 

A. Nine inches. 

O. 114. What operates the air piston of the pump? 

A. The main piston in the steam end, which is directly con- 
nected with the air piston by the main piston rod 10. 



36 

Q. 115. Give a general explanation of the steam part of 
the pump. 

A. The steam portion of the pump is practically a small 
engine in which we have a steam cylinder, a main piston and 
valve gear, so arranged as to admit and exhaust steam to the 
opposite sides of the steam piston. 

Q. 116. How many operative parts are there in the steam 
end of the pump? Name them. 

A. Five ; the main steam piston 10, main valve 7, reversing 
valve 16, reversing rod 17, and reversing piston 23. 

Q. 117. What is the duty of the reversing valve piston 23? 
(Fig. 18). 

A. To assist the smaller main valve piston 7 in overcoming' 
the pressure under the larger main valve piston 7 when moving 
the main valve to the lower position. 

Q. 118. What is the duty of the reversing slide valve 16? 

A. To admit and exhaust the steam to and from the top of 
the reversing piston. 

Q. 119. What is the duty of the reversing valve rod 17? 

A. To raise and lower the reversing slide valve 16. 

Q. 120. What is the duty of the main valve pistons 7? 

A. To admit and exhaust the steam to and from the 
cylinder. 

Q. 121. When the pump throttle is opened, how does the 
steam pass through the pump? 

A. Steam from the boiler enters at X, as shown in Fig. 18, 
and fills main valve chamber m, passing through port h. In 
chamber m steam passes through suitable openings not shown 
in sketch into the reversing valve chamber e, and as the reversing 
valve 16 is in the lower position as shown, steam will pass 
through port a to chamber d above the reversing piston 23. 
As the stem of the reversing piston is resting on top of the main 
valve 7 this valve is forced to its lower position, owing to the 
combined areas of reversing piston 23 and lower piston valve 
7, both of which have boiler pressure upon them, and which 
overcomes the pressure under the upper piston valve 7. With 
the main valve in its lower position the upper row of ports in 
the lower bushing 26 are now open, permitting steam to pass 
into the steam cylinder, under steam piston 10, forcing it up. 

Q. 122. When the piston reaches the upper end of the 
cylinder, what causes it to reverse? 

A. Just as the main piston is reaching the upper end of its 
stroke the reversing valve plate 18, which is attached to the top 
of the steam piston, engages with the shouMer n on the reversing 
valve rod 17, raising it up, which in turn raises the reversing 



37 

valve 16 to its upper position when the cavity in the valve con- 
nects ports b and c together, which allows the steam above the 
reversing piston 23 to pass to the atmosphere through port b, 
reversing valve cavity and port c, which leads to the exhaust. 
The steam now being removed from above the reversing 
piston, boiler pressure, which is always between the two main 
valve pistons, now forces the valve up, owing to the upper 
piston being larger in diameter than the lower. This upper 
movement of the main valve causes it to open the lower row of 
ports in the upper bushing, which allows steam to pass into 
the upper end of the steam cylinder to drive the piston down, 
and at the same time the lower row of ports in the lower bushing 
being open pressure from under the steam piston can now 
escape to the atmosphere through the exhaust. 

Q. 123. What pressure is always present on the two inner 
faces of the main valve pistons 7? 

A. Steam pressure from the boiler when the throttle is open. 

Q. 124. What pressure is always present on the two outer 
ends of the main valve pistons 7 ? 

A. Exhaust or atmospheric pressure. 

WESTINGHOUSE STANDARD 9 1-2 INCH AIR PUMP. 

Q. 125. What does Fig. 19 represent? 

A. Front and side sectional views of the standard, right 
hand 9J-inch pump, in which the various parts are given designa- 
tion numbers. 

Q. 126. Why is this pump called a right hand pump? 

A. Because the steam pipe connection from the boiler is on 
the right hand side of the cylinder. 

Q. 127. Are not all 9J-inch pumps arranged in this way? 

A. No ; pumps are furnished with steam and exhaust con- 
nections on each side of the cylinder which are called right and 
left hand pumps. 

Q. 128. What is the difference between a "right hand" 
pump and a ''right and left hand" pump? 

A. The ''right hand" pump has but one steam supply con- 
nection which is on the right side of the cylinder, and a single 
exhaust connection which is on the left side of the cylinder. 
The "right and left hand" pumps, however, have a steam supply 
connection and an exhaust connection on each side of the 
cylinder. 

Q. 129. In piping up a pump, how can the steam supply 
connection be distinguished from the exhaust connection? 

A. The steam supply connection is the lower one, on either 
side, and is a smaller pipe connection than the exhaust. 



38 

O. 130. What is the difference between the O^-inch pump 
and the 8-inch pump ? 

A. The 9i-inch pump is much larger, having a greater 
capacity, and the reversing valve gear in the steam end being 
much simpler. 

Q. 131. Is there any difference in the air end of this pump 
from the 8-inch? 

A. Yes ; the air valves are differently located as will be 
seen by ^referring to the front view, Fig. 19. There is also a 
difference in the location of the air inlet. 

Q. 132. What side of the pump are the receiving valves 
located on? 

A. On the left side or side the air inlet is on. 

Q. 133. What side of the pump are the discharge valves 
located on? 

A. On the right side or side the discharge pipe is on. • 
AIR COMPRESSOR PORTION, 9 1-2 INCH PUMP. 

Q. 134. Explain how the air passes through the air end of 
the pump. 

A. Referring to the front section, view Fig. 19, the small 
arrows show the course the air is taking through the pump. In 
this case the piston is on the up-stroke. Air in the cylinder 
above the piston, is now being compressed and forced out 
through the upper passage r, under the upper discharge valve, 
unseating this valve and passing by it into chamber G and out 
through the discharge pipe connection to the main reservoir. 
At the same time atmospheric air is passing through the air 
inlet into chamber F, unseating the lower receiving valve and 
passing through lower passage m to the cylinder. 

Q. 135. What takes place on the down stroke ? 

A. Air passes through the pump in a similar way, only in 
this case the lower discharge valve would be delivering the air 
and the upper receiving valve admitting air, as is shown in 
Fig. 20. 

Q. 136. What is the lift of the air valve? 

A. In the 9J-inch pump they are all the same size and have 
the same lift, which is 3-32 inch. 

Q. 137. Are the air valves interchangeable in the 9J-inch 
pump? 

A. Yes. 

Q. 138. How many operative parts are there in the air end 
of the 9J-inch pump ? Name them, 

A. Five ; the air piston 66, and four check valves 86. 

p. 139. What is the diameter of the steam and air cylinders 
of the 9^-inch pump? 



39 




UPSTROKE 



Fig. 19. Westinghouse 9^ Inch Air Pump, Up- Stroke. 



rrTT 



40 

A. Steam and air cylinders are of the same diameter, 9^ 
inches. 

Q. 140. What is the stroke of the pistons in the 94-inch 
pump ? 

A. Ten inches. 

STEAM PORTION, 9 1-2- INCH PUMP. 

Q. 141. Name the operative parts of the steam end of the 
9|-inch pump. 

A. Main stem piston 59, main sHde valve 83, differential 
pistons and connecting rod (consisting of parts 76, 77 and 79), 
reversing slide valve 72, and reversing valve rod 71. 

Q. 142. What kind of a valve is used to admit and exhaust 
the steam to and from the cylinder? 

A. A slide valve of the D type. 

Q. 143. Where do the three ports b, c and d in the slide 
valve seat lead to, as shown in Figs. 19 and 20 ? 

A. Port b leads to the lower end of the steam cylinder 
and is the lower admission port ; port c leads to the upper end 
of the steam cylinder and is the upper ?dmission port ; port d 
leads through the back of the steam cylinder and is the exhaust 
port. 

Q. 144. What is the duty of the reversing valve rod 71? 

A. To raise and lower the reversing slide valve 72. 

Q. 145. What is the duty of the reversing slide valve ? 

A. To admit and exhaust steam to and from chamber D on 
the right of main valve piston 77. 

Q. 146. What is the duty of the differential pistons 77, 79 
and connecting rod 76? 

A. To actuate or move the main slide valve 83 over the 
ports in its seat. 

Q. 147. What is the duty of the main slide valve 83 ? 

A. To admit and exhaust steam to and from the pump 
cylinder. 

Q. 148. What is the duty of the steam piston 65? 

A. To operate the air piston in the air cylinder. 

Q. 149. In what direction is the piston moving in Fig. 19? 

A. On the up-stroke as is shown by the position of the 
main valve and flow of steam and air through the pump as 
indicated by the small arrows. 

Q. 150. What indicates the direction in which the piston 
is moving in Fig. 19 ? 

A. The position of the main valve, which will be seen is to 
the right with the lower admission port open. By following the 
direction of the small arrows it will be seen that steam is passing 
from the main valve chamber, through ports b, bl and b2, into 



41 

the lower end of the cyHnder. Exhaust steam, from above the 
piston, is passing to the atmosphere through ports c, cl, the 
cavity of the main sHde valve and ports d and dl, which is the 
main exhaust passage. 

Q. 151. With the pump parts in the positions as shown in 
Fig. 19, what parts would contain boiler pressure if the throttle 
was opened? 

A. Passage a in the back of the pump cylinder, maiw valve 
chamber A, reversing slide valve chamber C, and the ports b, 
bl, b2, and steam cylinder below the piston. 

Q. 152. How can the steam pass from main valve chamber 
A to reversing valve chamber C ? 

A. Referring to Fig. 19 it will be seen that port e has these 
two chambers connected together. 

Q. 153. Is it understood then that these two chambers 
always contain the same steam pressure? 

A. Yes ; they are always connected no matter what position 
the pump valves may be in. 

Q. 154. What does Fig. 20 represent? 

A. Front and side sectional views of the standard right and 
left hand 9J-inch pump. 

Q. 155. What direction is the piston moving, in Fig. 20? 

A. On the down-stroke, as will be noted by the position of 
the main slide valve which is to the left. By following the direc- 
tion of the small arrows it will be seen that steam is passing 
from the main valve chamber directly into the upper end of the 
cylinder through the upper admission port which is open to the 
right of the main valve. Steam from below the piston is being 
exhausted through port b3, b2, through the cavity in the main 
valve which is open to the atmosphere. 

Q. 156. With the pump piston on the up-stroke, explain 
how it will reverse and start down. 

A. As the piston nears the upper end of its stroke the 
reversing plate 69 strikes the shoulder j on the reversing valve 
rod 71, raising it up which moves the reversing slide valve 72 
(Fig. 20) to its upper position, opening port g, which con- 
nects the reversing valve chamber C with chamber D. 
Boiler pressure, which is always in chamber C, now quickly 
equalizes with chamber D, thereby balancing the pressures on 
both sides of piston 77. Boiler pressure, acting on the inner 
face of the small piston 79, moves the differential pistons to the 
left, moving the main slide valve until its cavity ^B connects 
lower admission port b with exhaust port d and opens upper 
admission port c to chamber A, which allows steam to enter 
the cylinder and drive the piston down. 



42 




99 -TTl 

Fig. 20. Westinghouse 9,;^ -Inch Air Pump, Down-Stroke. 



48 

Q. 157. How could boiler pressure against the small piston 
79 move it to the left ? Is there no pressure in chamber E ? 

A. Chamber E contains no pressure, as port t and tl, in the 
main valve bushing, connects this chamber with the exhaust 
passage at all times. 

Q. 158. When the piston 65 reaches the bottom of its 
stroke, how is its movement reversed? 

A. Reversing plate 69 engages knob k on end of reversing 
valve rod 71, pulling it down. This moves the reversing slide 
valve until its cavity H connects ports h and f in the seat. As 
port h leads to chamber D, back of piston 77, and port f leads to 
main exhaust port d, pressure in chamber D will immediately 
escape. Piston 77, having a greater area exposed to the 
pressure in chamber A than piston 79, it will be readily seen 
that they will move to the right, carrying the main valve in the 
same direction and reversing the pump. 

Q. 159. What is the small port that leads to the chamber 
above the reversing valve rod in cap nut 74 as shown in Fig. 19 ? 

A. This is to prevent pressure from accumulating above 
the reversing valve rod which would prevent it from reversing 
properly. It is connected at all times with the upper end of 
the steam cylinder, therefore, contains no pressure when the 
piston is on the up-stroke. 

Q. 160. Of what use are cocks 105 as shown in Fig. 19 ? 

A. They are drain cocks and should be open at all times 
when the pump is not running to prevent condensation from 
accumulating in the steam cylinder and passages. 

Q. 161. How should the air pump be started? 

A. Slowly, to allow the condensation to escape from the 
steam cylinder and to accumulate sufhcient pressure in the air 
cylinder to form a cushion for the piston. 

' Q. 162. How much air pressure is required to do this ? 

A. About twenty-five or thirty pounds should be sufficient. 

Q. 163. What else should be done at the same time that the 
steam throttle to the pump is opened? 

A. The lubricator should be started feeding freely at first, 
until the pump has received eight- or ten drops of oil ; the feed 
should then be reduced to what may be considered proper. 

Q. 164. When should the air cylinder be oiled, and what 
kind of oil should be used ? 

A. The air c}dinder should be lubricated with a small 
amount of oil at frequent intervals. Valve oil should be used, 
as it has a good body and will stand the temperature of the air 
cylinder. 



44 

Q. 165. Should oil ever be introduced through the air 
inlets ? 

A. No ; such oiling has a tendency to gum up the air valves 
and passages and does the cylinder very little if any good. 

Q. 166. How tight should the pump be packed ? 

A. Just tight enough to prevent blov^ing. 

Q. 167. How should the pump be run in descending grades? 

A. With the pump throttle well open. 

Q. 168. How should it be run at other times? 

A. Fast enough to maintain the full pressure and allow the 
pump governor to stop it once in awhile, but it should not be run 
with a wide open throttle unless necessary to keep up the full 
pressure. 

Q. 169. Should coal oil, or what is termed carbon oil or 
kerosene, ever be used to clean out or oil a pump? 

A. No ; it is dangerous to use it if the pump is warm, and it 
does not clean it as thoroughly as other m^ore suitable materials. 

Q. 170. What should be considered as the maximum speed 
to run the pump? 

A. Not to exceed 120 single strokes per minute. 

Q. 171. Why is a higher speed detrimental? 

A. It may not allow the cylinder to be filled with air at each 
stroke, and would eventually cause the pump to run hot. 

O. 172. What benefit is a well oiled swab on the pump 
piston rod? * 

A. It keeps the. piston rod packing lubricated, greatly pro- 
longing the life of same, as well as assisting in lubricating the 
cylinders. 

Q. 173. From what point of the boiler should the pump 
receive its steam? 

A. From some high point, where dry steam can be had. 

WESTINGHOUSE 11-INCH AIR PUMP. 

Q. 174. What does Fig. 21 represent? 

A. Front and side sectional views of the standard 11-inch 
air pump. 

Q. 175. In what respect does the 11-inch pump differ from 
the 9^-inch pump? 

A. Principally in size, although a number of decided me- 
chanical improvements have been made in the construction of 
air pump. 

Q. 176. In what respect does the operation of the 11-inch 
pump differ from the O^-inch pump? 

A. There is no difference whatever, the same simple valve 
gear is used in the 11-inch pump that has been described in the 
9J-inch pump. 



45 



108 



109 




Fig. 21. Westinghouse 1 1 -Inch Air Pump. 



4« 

Q. 177. What is the Hft of the air valves in the 11-inch 
pump ? 

A. 3-32 of an inch, or the same as the 9^-inch pump. 

Q. 178. Are the air valves of the ll-inclrpump interchange- 
able with the 9|-incli pump valves? 

A. No; while the valves in each pump have the same lift, 
they are not interchangeable, as the 11-inch pump valves are 
larger in diameter. 

Q. 179. What is the 'comparative efficiency of the 11-inch 
pump and 9^-inch pump? 

A. Operatitig under similar conditions, the 11-inch pump is 
about 30 per cent, more efficient than the 9T-inch pump. 

Q. 180. What is the size of the steam and air cylinders of 
the 11-inch pump? 

A. The steam and air cylinders are both 11 inches in diam- 
eter. 

Q. 181. What is the stroke of the pistons in the 11-inch 
pump? 

A. 12 inches. 

Q. 182. Wliat points should be observed in reference to the 
operation and care of the 11-inch pump? 

A. The same general rules as apply to the 9|-inch pump 
should be followed in reference to the 11-incli pump. 

W£STINGHOUS£ WATER-JACKETED AIR PUMP. 

Q. 183. What does Fig. 22 represent? 

A. The Westinghouse air pump with a water-jacketed air 
cvlinder. 

Q. 184. What is the object of using the water jacket on the 
air cylinder? 

A. To prevent the cylinder from overheating, due to com- 
pressing air to a very high pressure, or in cases, where the pump 
has to perform extraordinary work. 

Q. 185. In what respect does this cylinder differ from the 
standard cylinder, other than the water-jacketed feature? ,^ 

A. As will be noted, by referring to Fig. 22, the air valve's 
are located in the C3dinder head and middle piece, instead of on 
the sides of the cylinder, as in the standard pump. - ' 

Q. 186. With the water-jacketed air cylinder, does the water 
flow around the cylinder? 

A. Yes; water is admitted on one side, circulated freely 
around the cylinder, and delivered from the opposite side con- 
stantly. 



47 



100 



108 75 78 109 

80 Vnl ^\t-^JIO 




Fig. No 22. Westinghouse Water- Jacketed Air Pump. 



48 

Q. 187. Explain how the air passes through the air cylinder 
of this pump on the up-stroke of the piston. 

A. Air entering through inlet A, passes through port f into 
the chamber below the receiving valve 86 which unseats, thence 
through port n, filling the lower portion of the cylinder. Air 
pressure above the piston is being delivered by the upper dis- 
charge valve 86, into passage r, passage g and to^ delivery con- 
nection D. 

Q. 188. How does the air pass through the cylinder on the 
down-stroke ? 

A. As the piston moves down, the upper discharge valve 
and lower receiving valves return to their seats, due to gravity, 
and air passes through inlet A, port f and chamber i, below the 
upper receiving valve, which causes the upper receiving valve to 
raise, thence through port m into the cylinder. Air pressure 
from below the piston is being delivered out through passage o 
into the chamber below the lower discharge valve, which is 
unseated, and allows the air to pass through chamber p, port 8, 
and discharge connection D. 

Q. 189. In what class of service are these pumps used? 

A. In shops or any place where compressed air may be 
required for any purpose. 

Q. 190. In what respect does the steam end of this pump 
dififer from the 9J-inch pump, as described hereinbefore? 

A. There is no difference whatever. The principal of oper- 
ation is the same, and parts of the standard 9^-inch pump are 
comm.on to this pump. 

Q. 191. What is the diameter of the water-jacketed air cyl- 
inder? 

A. There is no special size, these pumps are made with dif- 
ferent size cylinders to meet special requirements. 

WESTINGHOUSE COMPOUND AIR PUMP. 

Q. 192. What is the Westinghouse compound pump? 

A. A pump having two stages of air compression from the 
time air is taken into the pump until delivered to the main res- 
ervoir. 

Q. 193. Is the steam compounded as well? 

A. No; the pump has a single steam cylinder similar to the 
9|-inch and 11-inch pumps, though much smaller in diameter. 

Q. 194. What are its peculiarities or improvements as com- 
pared with the 94-inch and ll-inch pumps? 

A. It has a steam cylinder 8 inches in diameter and an air 
producing capacity equivalent to the 11-inch pump. 



49 

Q. 195. What is the difference between the 8-inch steam 
cylinder and valve gear, of the compound pump and that of the 
standard 8-inch air pump? 

A. The upper or steam cylinder of the compound pump is 
internally the same as the 8-inch standard pump, while the valve 
gear mechanism and pipe connections correspond exactly with 
that of the special 9|-inch pump. 

Q. 196. Then the steam cylinder and top head are practi- 
cally the same as the left hand 9^-inch pump? 

A. Yes. 

Q. 197. What is the arrangement of cylinders and difference 
between the air cylinders of the compound and the 9^-inch and 
ll-inch pumps? 

A. By referring to Fig. 23 it will be seen that the Westing- 
house compound pump consists of three cylinders, placed verti- 
cally in tandem, the two lower ones joined by a thin center piece 
122, constitute the air end of the pump, and these are surmounted 
by a center piece 62 and the steam cylinder. 

Q. 198. How is the air compressed? 

A. The upper and lower air cylinders 68 are of the same 
diameter, 11-inch and 12-inch stroke, each having a piston 66 
and 119 respectively connected tO' the piston rod 65, which is 
actuated by the steam piston. These two air pistons are further 
connected by a drum, of smaller diameter than the inside diam- 
eter of the air cylinders, in such a manner that the two pistons 
and drum form a sort of spool. The center piece 122 fits closely 
about the spool and has packing rings 124 and 125 to prevent the 
passage of air from one cylinder tO' the other past the surfaces 
of the drum. 

Q. 199. How is the air drawn into the upper and lower cyl- 
inders and compounded? 

A. On the do_wn-stroke air is drawn through the upper air 
inlet on the left hand side of the cylinder. It passes through the 
air inlet 106, passage m, receiving valve 86, and passage ml to 
the lower pressure volume above piston 66. When the piston 
reaches the lower limit of its stroke and moves up this air is com- 
pressed until the upper discharge valve 86 (on. the upper right 
hand side. of the cylinder) is raised, then the air is forced through 
port rl, discharge valve 86, passage gl, receiving valve 86 and 
port m2 to the annular cavity between the drum portion of piston 
66 and the cylinder 63. Since this volume is much smaller than 
the low pressure volume the air is being compressed during its 
passage from the low pressure to the high pressure volumes until 
when the piston reaches the upper limit of its stroke the air in 
the low pressure clearances, passages and high pressure volume 



50 




88 ^ \L±ir~~\\2 



Fig. 23. Westinghouse Compound Air Pump. 



51 

has reached the intermediate pressure of approximately 40 
pounds. 

Q. 200. Following this movement of piston, what takes 
place? 

A. During the down-stroke this intermediate pressure air 
is compressed until it raises the final discharge vallve 86, when it 
passes through port r2 and the discharge valve to the ''air dis- 
charge" orifice in the center piece 122, thence to the main reser- 
voir. 

Q. 201. When air is taken at the lower end of cylinder 68, 
what takes place? 

A. This same operation occurs in the lower cylinder when 
the piston goes in the opposite direction from that described 
above, and as corresponding passages are designated by the same 
letter the operation can be readily followed. 

Q. 202. How is the air cylinder lubricated? 

A. The air cylinder is lubricated by three oil cups 98. The 
upper end receives its oil from that cup placed just to the left on 
the upper center piece. The piston drum receives its lubrication 
by the oil from the cup connecting with passage gl in the tipper 
air cylinder and is drawn into the high pressure volume of the 
air as it goes from the low pressure to the high. The lower end 
of the air piston is lubricated by the oil cup situated on the left 
side of the lower center piece 122. 

Q. 203. Why is the compound pump equal to the 11-inch 
air pump in air compression capacity when provided with an 
8-inch steam cylinder? 

A. This results from the compound feature of the air cyl- 
inders. As explained in No. 199, when the pistons are moving 
upward air is being forced from the cylinder above piston 66 to 
the annular cavity between the drum portion of the piston 66 and 
the cylinder 63, the air gradually increasing in pressure as the 
piston advances, reaching a pressure of about 40 pounds at the 
termination of the stroke. This pressure under piston 66 and 
above center piece 122 exerts an upward force on the piston tl"e 
same as does the steam imder piston 65, while at the same time 
^the air under compression tO' the main reservoir is exerting only 
a resistance equal to the area of that portion of the upper side of 
piston 119 exposed to the air being compressed in the annular 
opening between the piston trunk or spool and the cylinder 63. 

Q. 204. Does this result in economy? 

A. Yes; by compounding the air end a much smaller steam, 
cylinder can be used to operate the pump, thus causing a marked 
economy in steam consumption. 



52 

AIR PUMP DISORDERS AND THEIR REMEDIES— 8 INCH. 9 1-2 INCH AND 11 INCH. 

Q. 205. When starting an air pump at first it sometimes 
half strokes, or as it is sometimes termed, ''dances." What is 
the cause of this ? 

A. Under those circumstances, low pressure around the 
reversing slide valve, allowing it to reverse of its own weight. 
Too much oil passing through the steam cylinder, such as is the 
case after the lubricator has been syphoned empty. A bent re- 
versing valve stem can also cause this. 

Q. 206. The engineer notices that the air pump begins to 
pound badly after pumping up a long train. What could be the 
trouble? 

A. The pump may be dry, appearances would indicate that 
to be the trouble, having run fast for a considerable time. It 
might also have worked the bolts loose that fasten the pump to 
its brackets. If the brackets were weak or loose on the boiler 
they would cause the same trouble. 

Q. 207. Is there any other cause for the pump pounding? 

A. Yes ; too much lift of the air valves, or tight packing 
rings in the main valve and reversing piston, or loose nuts on 
the piston rod in the air cylinder. 

Q. 208. If the air pump stops in service, from an unknown 
cause, what might be the trouble, and what would be the easiest 
way to try and start it again ? 

A. The trouble may be loose nuts on the piston rod in the 
air cylinder, a broken reversing valve rod, one disengaged from 
the reversing plate, a loose reversing valve plate, or bad packing 
rings on the main valve piston, or reversing piston in an 8-inch 
pump, or a dry pump. Close the air pump throttle and leave it 
closed for a short time, then open it quickly. The pump lubri- 
cator should be shut ofif before trying this, to avoid emptying it, 
if an independent cup is used. 

Q. 209. If that failed to start the pump, what other method 
might be tried? 

A. Tapping lightly on the cap over the reversing cylinder. 

Q. 210. Why not the one over the reversing valve ? 

A. First, because the trouble is probably not there. Second, 
it is liable to fracture the cap nut on account of the port running 
up almost to the top of it. 

Q. 211. What should be the first thing to examine in a case 
of this kind ? 

A. The nuts on the piston rod in the air cylinder, which 
can be examined by removing the plug in the lower cylinder 
head. If the trouble is not found to exist at this point, the re- 



53 

versing valve rod^ should then be examined, by removing the 
reversing cap nut. 

Q. 212. Should that fail to start the pump, what should be 
done? 

A. The cap nut over the reversing piston in the 8-inch pump 
should be removed, and the reversing piston taken out and 
examined. If one packing ring is broken but the other good, 
all broken pieces should be removed and the pump run with one 
ring until the repair shop is reached. If both rings are broken 
they should be removed and candle wicking may be wrapped in 
the grooves to form temporary packing. 

Q. 213. What if these rings are in good condition, but just 
appear dry ? 

A. Oil it well and try the pump again. The pump will 
sometimes stop for lack of oil. 

Q. 214. If the reversing piston is all right, what should be 
done? 

A. The reversing valve rod should be removed to see that 
it is in good condition. 

Q. 215. This being in good condition, what should next be 
examined ? 

A. The top head of the 8-inch pump should be removed so 
that the main valve can be examined, or with the 9^-inch, or 
11-inch, the cap back of the large main valve piston should be 
removed, in order that the main valve and differential pistons 
can be removed. 

Q. 216. Is it always necessary to go through this routine? 
Take as an example a pump that blows through into the exhaust 
as soon as steam is turned on. Should the reversing piston be 
examined for such a trouble ? 

A. No ; in locating air pump troubles, as in everything else, 
a little thought must be given to cause and effect. The fact of 
steam blowing through into the exhaust eliminates the reversing 
piston from the case. The main valve opens and closes the 
exhaust port, and along with the packing rings in the steam 
piston, is the dividing line between the steam and exhaust ports. 
As the packing rings in the steam piston seldom if ever blow 
badly enough to prevent the operation of the pump, the trouble 
must be with the main valve. Hence we would go directly to 
that part, letting the rest go. 

Q. 217. What could be the trouble with that valve? 

A. With the 8-inch pump, either end of the main valve may 
have come off, or the packing rings may be broken, or the stop 
pin in the intermediate head broken off. With the 9J or 11-inch 



- 54 

pumps, the shoulder on the main valve stem may have worn into 
the slide valve. 

Q. 218. How could the stop pin in the 8-inch pump be re- 
placed if broken? 

A. It should be driven in from above to a shoulder and 
riveted over on the outside. It should never be screwed in from 
the outside, as it is liable to work loose when so put in. Most 
pumps have this stop pin cast solid with the intermediate head. 

Q. 219. Another pump starts when steam is turned on, and 
makes the downward stroke, but stops at the lower end of the 
cylinder. What should be done first ? 

A. The plug in the lower air cylinder head should be re- 
moved, and the nuts on the piston rod examined. If these are 
found to be tight, the trouble should be looked for in the steam 
end. The reversing valve cap should be removed and the rod 
and valve examined. A loose reversing valve plate can also be 
detected by lifting up on the valve rod. With an 8-inch pump, 
the ports in the reversing. valve bush may be stopped up, and 
can be tested by having the reversing valve cap removed and 
steam turned on lightly, to see if it flows through the ports. 
This may also be due to bad packing rings on the reversing or 
main valves, which should next be examined. 

Q. 220. In a case of loose nuts on the piston rod in the 
air cylinder, how should this trouble be remedied. 

A. In all cases where it is possible to do so, the pump should 
be removed from the engine and the proper repairs made in the 
air brake room. Very poor results are obtained where this work 
is done in the round house without removing the pump from the 
engine. Using a hammer and chisel to tighten up these nuts is 
very bad practice, as it does not draw them tight and often frac- 
tures the end of the road. When repairs of this kind are made 
out on the road, they should be reported m all cases on arrival. 

Q. 221. Another pump is reported as stopping frequently, 
but will start promptly if the cap nut over the reversing piston is 
tapped lightly. Upon removal of this cap nut the reversing 
piston is found to be in perfect condition, except that it is dry. 
If it is oiled well, the pump will start promptly and work for some 
little time. When it stops again the reversing piston is found 
to be as dry as before, though the lubricator has been feeding 
freely all the time. Where and how would such a trouble be 
located? 

A. It is evident that, although oil is fed freely to the pump, 
it does not get to the reversing piston. As the passages are 
clear, or the pump would not work, the oil must escape through 
some other opening. This might be where the reversing valve 



55 

rod passes through the reversing valve bush, or it might be a 
leak from the steam to the exhaust ports in either the reversing- 
valve bush or the reversing cylinder. A leak or blow at any of 
these three points will have a tendency to rob the reversing 
piston of its oil. 

O. 222. How should the reversing cylinder and reversing 
valve bush fit the top head? 

A. They should make a steam tight joint between ports and 
at the ends, and should be clamped solid by their respective cap 
nuts. 

Q. 223. Should the reversing cylinder ever be faced off to 
allow it to be forced down further on the taper fit, that it may fit 
tighter in the head? 

A. No; that would practically lengthen the reversing piston 
stem and destroy standards. 

Q. 224. What will cause a blow in the 8-inch pump? 

A. Loose rings on the main piston 10, reversing piston 23, 
or main valve pistons 7, the reversing slide valve 23 not seating 
properly, the reversing valve rod not fitting properly in cap 20, 
or cap 20 not fitting snugly on the reversing valve bushing. 

Q. 225. What will cause a blow in the O^-inch pump? 

A. Loose rings on the main piston 59, or on either of the 
differential pistons 77 and 79, main slide valve 83, or reversing 
slide valve 72, not having a good bearing on their seats, reversing 
valve rod 71 not fitting snugly in the reversing valve bushing or 
cap nut 74, cap nut 74 not having a good bearing on the revers- 
ing valve bushing 73, reversing bushing 73 or main valve bushing 
75 not fitting neatly, or top head gasket 101 leaking between the 
ports. 

Q. 226. What will cause a blow in the 11-inch pump? 

A. A blow in the 11-inch pump would be caused by the same 
defects as described for the 9J-inch pump. 

Q. 227. In handling a long train of air-braked cars the 
engineer has trouble with the pump running hot. What could 
cause the trouble ? 

A. Leaving the handle of the brake valve on lap position 
the pump running fast would accumulate an unusually high main 
drum pressure. (This with a brake valve of the plate D-8 type). 
Bad packing rings in the air piston. The packing in the stuffing 
box being too tight, where fibrous packing is used. Too little 
lift of the air valves or stuck valves. The ports and passages 
being gummed or clogged up, due to an excessive amount or 
poor quality of oil being used in the air cylinder of the pump. 
Any one or all of these troubles would produce the effect men- 



1 



56 

tioned. If the pump and pipes are in good condition it should 
not run hotter than the natural heat of compression. 

Q. 228. What should be considered the maximum speed for 
the air pump ? 

A. One hundred and tewnty single strokes per minute. If 
this speed will not keep up the proper pressure, the leaks in the 
equipment should be looked after and stopped. 

Q. 229. Should the pump run hot, what should be done by 
the engineer? 

A. First reduce the speed of the pump and then put a small 
quantity of good oil in the air chamber, running the pump slowly 
until it cools down. 

Q. 230. How would the trouble be located ? 

A. The first-mentioned trouble would only be noticed by the 
engineer ; he should be questioned in regard to it. The bad 
packing rings could be located by noticing the suction at the air 
inlets. This should be good for nearly the entire stroke of the 
pump. If the packing rings are good, the lift of the air valves 
should then be measured. This being correct, it leaves only one 
trouble to be remedied. 

Q. 231. In fitting new air valves, what rules should be 
followed ? 

A. The valve should have a good bearing on the seat, but 
not too wide. In filing the tip of the valve ofif to give the 
required lift, it should be filed squarely, that it may have a good, 
full bearing where it strikes the stop, and not appear to have the 
proper lift when it really has not. 

Q. 232. If the packing rings are found to be defective, how 
should new rings be fitted to the cylinder? 

A. They should be a little too large, so that the ends may 
lap over a little. The rings should then be filed, or scraped, to 
as near a perfect bearing as possible all the way around the cylin- 
der. The ends should then be filed down so that the ring will 
fit the smallest part of the cylinder, but have the ends come as 
close together as possible and work free. The rings should fit 
neatly in the grooves in the piston. 

Q. 233. What should be done if the cylinder is found, from 
wear, to be smaller in one part than anotlier? 

A. The cylinder in all cases should be rebored, as in fitting 
new rings they would necessarily have to be fitted to the smallest 
part of the cylinder, which would mean that as the piston neared 
the end of the cylinder, where it would be of its greatest diameter, 
the rings would be loose, which would permit the air to churn 
by, greatly reducing the efficiency of the pump, and having a 
great tendency to cause the pump to run hot. 



57 

Q. 234. If the ports or passages are gummed up, how may 
they be cleaned out ? 

A. By working a strong, hot solution of lye, or potash, and 
water through it. If the engine is to remain in the roundhouse 
long enough, the air cylinder and ports may be filled with this 
and allowed to stand until it has cut out all the gum. If the 
time will not permit of this, then the solution should be worked 
through the pump by running it slowly, and to the main reser- 
voir, provided no hose coupling intervenes between the pump 
and drum. In the event of a hose coupling in the discharge 
pipe, it should be removed and the water allowed to work out 
of the end of the pipe. The solution mentioned may then be 
worked through the pump, and if not too dirty may be caught 
and worked through the pump a second time. If it is not used 
a second time sufficient should be prepared to give the pump a 
thorough cleansing. After working this through the pump, a 
quantity of fresh water sufficient to thoroughly rinse the pump 
should be worked through it. The pump should then be packed 
freshly unless metallic packing is used. The pipe joints should 
be tightened after this process also. This method is sufficient 
for all general purposes. The use of kerosene or coal oil is not 
advisable, as it frequently explodes while under pressure, and at 
best does not do the work thoroughly. Certain special methods 
are used advantageously by some individuals, but cannot be 
recommended for general practice. 

Q. 235. When running the pump at a fair rate of speed, if it 
makes irregular strokes, or "goes lame," where would the 
trouble be located ? 

A. Probably in the air valves. As a rule these are the parts 
that make the pump work irregularly. 

Q. 236. What would be the trouble? 

A. One valve might be stuck or broken. 

Q. 237. How could it be located which end was causing the 
trouble ? 

A. By noticing the suction at the air inlets. The end with 
the broken or stuck valve would have no suction. 

Q. 238. What should the engineer do to get the pump to 
work regularly? 

A. If the valve is stuck, tapping lightly on the outside of 
the pump, near the troublesome valve, will often loosen it and 
allow the pump to work properly ; however, if it continues to 
stick, it should be removed and the gum cleaned of¥ with a little 
oil, but even though this remedies the trouble, the pump should 
be reported at the terminal and thoroughly cleaned, as gummed- 
up valves indicate a bad condition of the cylinder. 



58 

Q. 239. A pump that is known to be in good condition 
works properly, yet is very slow about pumping up the pressure, 
and, in some cases, will not keep the train supplied with the 
standard amount, where might the trouble be ? 

A. The air strainer may be partly stopped up, which is in 
most cases the cause of this trouble, as it will not allow the 
cylinder to be filled with air at each stroke of the piston. Pump 
strainers are somewhat deceiving in appearance as they some- 
times are polished bright and appear to be clean, but yet the 
small perforations may be stopped up with dirt. 



59 



WESTINGH0TI8E AUTOMATIC AIR CYLINDER OIL CUP. 

Q. 240. What is the object of the automatic air cylinder 
oil cup? 

A. To automatically lubricate the air cylinder of the air 
pump, instead of by hand. 

Q. 241. In what manner does the automatic cup better per- 
form the lubrication of the pump than a hand oiler? 

A. With the hand oiler, a considerable quantity of oil is 
given the pump at one time to last the entire trip, while the auto- 
matic oil cup is subject to alternate suction and compression 
strokes of the air piston, and just the required amount of oil is 
regularly and continuously fed to the air cylinder. 

AUTOMATIC OIL CUP NO, 1. -, 

Q. 242. Please describe the construction and operation of 
the automatic oil cup, No. 1. 

A. Fig. 24 shows clearly the construction of this cup. Briefly 
speaking, it has a brass body with a chamber A, in which the oil 
is placed. The small regulating valve stem B, which passes 
down through this chamber, can easily be adjusted from the top, 
by simply pulling of¥ the cap C, which fits into the top of the 
body, and is fastened to the small chain, so that it cannot be lost. 
A small lock nut L, on this valve stem, ensures against the feed 
regulation changing. 




FIG. 1 , VERTICAL SECTION 



Fig. 3, SECTION ON LINE 
THROUGH FEED CAVITY 



Fig. 24! Westinghouse Automatic Air Cylinder Oil Cup No. i. 



60 

Q. 243. How is the oil fed to the air cyHnder? 

A. When the valve V is slightly raised, oil will pass, drop 
by drop, into the small chamber below. This chamber con- 
nects to a passage through the body, up through passage G, to 
the cap and through small holes J, in this cap, to the atmosphere. 
Thus it is always under atmospheric pressure. 

Q. 244. What is the purpose of the ball valve in the lower 
part of the cup? 

A. Chamber 1 also connects to^ the air cylinder by a steel 
valve D. It will be noted that the upper part of the cavity in 
which this ball valve is placed, connects to a smaller passage to 
the air cylinder, consequently, when the air piston descends the 
suction causes the ball valve D to rise, and the air will be drawn 
through holes J in the cap and the passage G into body. As the 
air is drfawn into the pump cylinder, any oil that may have 
dropped from the regulating valve onto the top of the nut which 
holds the ball valve D in position, is drawn down into the pump 
cylinder and performs its work of lubrication. 

Q. 245. How does this ball valve operate on the return 
stroke? 

A. As soon as the piston starts on its return stroke, the ball 
valve promptly reseats tself, so that no air can be discharged to 
the atmosphere through the oil cup. In this way the oil cup. is 
always subject to atmospheric pressure, and may be re-filled, if 
necessary, as well when the pump is running as when it is 
stopped. 

Q. 246. Four holes are drilled up through the body of the 
cup. What is the purpose of these holes? 

A. These holes H, connect with a circular groove in the 
base, so that all four holes are connected with each other. This 
groove also connects with the passage leading from the pump 
cyHnder to the top of the ball valve; thus, on the up-stroke of the 
pump air piston, the compressed air is forced not only on top of 
the ball valve, but also into the grooved canal in the base, and 
thence to the vertical drilled holes or passages H in the body. 

Q. 247. Is the purpose of these ports to contain hot air and 
thus keep the oil to a consistency to permit it to feed regularly? 

A. Yes. As the temperature of the compressed air is 
always sufficiently high to heat the oil cup so that the oil is 
liquid, even in cold weather, and as the oil has to stand the tem- 
perature of this compressed air after it enters the cylinder, it 
cannot be harmed by any temperature that may be attained by 
the oil cup, due to the compressed air being forced into it. 



61 

Q. 248. Will not the oil in the cup tend to cool when the 
engine is running, the wind rendering the cup cooler than when 
it is standing still? 

A. Yes; but owing to the protected location of the cup, and 
the existence of the heater passage ways H, this trouble is 
reduced to a minimum. 

Q. 249. Will this oil cup fit on all pumps? 

A. Yes; it is easily adapted to the O^-inch and 11-inch 
pumps, but with the 8-inch pump a simple special fitting is sup- 
plied to make the connection. 

Q. 250. If the cup should fail to feed, where would we look 
for the difficulty? 

A. Dirt may have clogged between valve V and its seat, or 
the ball valve D has become corroded through the use of poor 
oil, and refused to leave its seat. 

Q. 251. Suppose the cup should feed out too quickly, where 
should we look for the trouble? 

A. Possibly the cup has been improperly adjusted and the 
feed of oil is allowed to pass through chamber A past valve A\ 
Again, the lock nut may have become loose and permitted the 
pounding action of the pump to increase the feed. This may also 
close the feed entirely. 

Q. 252. Should the cup be shut ofif at each end of the trip? 

A. Yes; else the oil will feed from chamber A, past valve V, 
into chamber I and port f, thereby giving a flood of oil to the 
pump when it is started out. However, this is not deemed an 
objection of great account, as many persons believe a greater 
feed of oil should go to the cylinder when the pump is firSf 
started. % 

AUTOMATIC OIL CUP, NO. 2. 

Q. 253. Please describe the construction of the No. 2 
Westinghouse automatic air cylinder oil cup. 

A. This cup, as illustrated in Fig. 25, is composed of a steel 
base, screwing into the air cylinder of the air pump, to which is 
properly connected a brass cup for holding the oil. On this cup 
is a cap 4 which fits snugly and is fastened to a three-link chain 
to prevent loss of the cap. 

Q. 254. Please describe the operation of this oil cup. 

A. Oil is contained in chamber O. The operative parts 
consist of a needle feed stem 6, valve C and spring 7. On the 
downward stroke of the pump, the valve C is drawn from its seat 
by suction, compressing the spring 7, and a slight amount of air 
is drawn in through the port a. On the up stroke of the pump, 
valve C is forced against its seat and closes off all feed of oil 
which passed along the needle 6 from the chamber O down to 



62 




Fig. 25. Westinghouse Automatic Air Cylinder Oil Cup, No. 2. 

the valve C. Thus it will be seen that on each down stroke of 
the pump, oil is drawn past the needle 6, past valve C and down 
through part d to the air cylinder. 

Q. For what purpose is port e ? 

A. Port e is one of a series of heater ports, cast in the cup 
for the purpose of admitting warm air to the body of the cup, 
to keep the oil in a free liquid state for feeding from chamber O, 
past the needle 6 and valve C to the air cylinder. 

Q. 256. In other respects this cup is similar to the No. 1 
cup? 

A. Yes ; although this cup has a definite, fixed feed, cup No, 
1 has an adjustable feed, whereby any amount of oil desired may 
be made to feed to the air cylinder. 



THE MAIN RESERVOIR. 

Q. 257. When air is delivered from the pump, where does 
it go to ? 

A. To the main reservoir. 

Q. 258. Where is the main reservoir located? 

A. Generally On the engine, though sometimes it is on the 
tender. 
^ Q. 259. What is the object of the main reservoir? 

A. It is to receive and act as a storehouse for the air 
delivered from the pump, as well as to act as a trap or catch- 
basin for moisture or dirt that may be in the air. 

Q. 260. What is the size of the main reservoir ? 

A. There is no particular standard size, local conditions 
govern largely the size to be used, however, there is a minimum 
size for freight and passenger engines. 

Q. 261. W^hat is the minimum size reservoir permissible for 
freight and passenger engines? 

A. A capacity of 40,000 cubic inches for freight and 20,000 
cubic inches for passenger. 

Q. 262. Are there any freight engines equipped with reser- 
voirs of a capacity greater than 40,000 cubic inches? 

A. Yes ; many of the leading railroads are equipping their 
heavy freight engines with reservoirs of 50,000 and 60,000 cubic 
inches capacity, and are getting good results from the increased 
volume. 

Q. 263. Why is a reservoir of large capacity desirable? 

A. It permits of carrying a large volume of air with which 
to promptly charge up an empty train, or to recharge the train 
pipe and auxiliary reservoirs after an application of the brakes. 

Q. 264. Are any other benefits received from the use of a 
large main reservoir? 

A. Yes ; it acts as a cooling or radiating chamber for the air 
after it leaves the pump, therefore reducmg the temperature of 
the air and allowing it to pass through the brake valve into the 
train pipe at a moderate temperature. 

Q. 265. What benefit is received by cooling the air before 
it leaves the main reservoir? 

A. It separates the moisture from the compressed air and 
causes it to settle in the reservoir, where it can be readily 
drained out. 

Q. 266. What might be the result if this water is not caught 
in the main reservoir, but goes back through the brake valve into 
the train pipe? 

A. Water passing into the train pipe is very detrimental, as 
it causes the pipes to rust, and in getting into the triple valves 



64 

it destroys the lubrication. In the winter time, water in the 
train pipe is very dangerous, as it is Hable to result in a stopped- 
up train pipe. 

Q. 267. Why do freight engines require a larger main reser- 
voir volume than passenger engines ? 

A. This is owing to the longer trains handled and greater 
number of auxiliary reservoirs to recharge after an application 
of the brakes. 

Q. 268. Why can we not pump the air direct into the train 
pipe and release the brakes without carrying this great volume 
on the engine at all times? 

A. Pumping brakes off is very unsatisfactory, as the pres- 
sure would be raised so slowly in the train pipe on a long train 
that many of the brakes may fail to release. Again, it would 
require the pump to do a great amount of work in a very short 
time, which would no doubt cause it to run hot. 

Q. 269. How much main reservoir pressure should be car- 
ried? 

A. Ordinarily 90 pounds, though local conditions and the 
use of special equipments would govern the amount carried. 

Q. 270. Why will not a small reservoir with a higher pres- 
sure answer the purpose just as well as a large reservoir with a 
lower pressure? 

A. It would possibly answer the purpose of releasing the 
brakes just as well, but the efficiency of the pump would be 
greatly reduced in operating against the high pressure, also, 
running the pump constantly against a very high pressure would 
cause it to run hot. 

Q. 271. Why will a pump heat more readily when working 
against a high pressure than a low pressure? 

A. Because the higher pressure air is compressed to the 
greater will be the degrees of heat generated during compression. 

Q. 272. What style of a reservoir is the best, if a location 
can be found for it on the engine? 

A. A long, slender reservoir, as it gives greater radiating 
surface. 

Q. 273. Is it advisable to locate main reservoirs on the 
tenders? 

A. Not if it is possible to locate them on the engine, as it 
would require two extra lines of hose between the engine and 
tender, and the air passing through them at a high temperature 
and high pressure, together with the oil from the pump, soon 
causes them to leak and give trouble; however, they should be 
located on the tender rather than sacrifice the proper amount of 
volume. 



65 

Q. 274. Is not main reservoir pressure sometimes called 
excess pressure? 

A. Yes; the amount of pressure in the main reservoir above 
that in the train pipe is called excess pressure. 

Q. 275. What is excess pressure used for? 

A. To insure a prompt release of brakes and recharging of 
the auxiliary reservoirs; also, to supply the various air operated 
devices on the engine without effecting the train pipe pressure. 

Q. 276. Where is the starting and ending point of the main 
reservoir pressure in the brake system? 

A. It starts at the discharge valves of the pump and ends at 
the engineer's brake valve. 

Q. 277. What effect does water have in the main reservoir? 

A. It occupies space that shoulcJ be filled with air, and in 
doing so reduces the capacity of the reservoir. 

Q. 278. How often should the main reservoir be drained? 

A. At the end of each trip. In suburban or switching ser- 
vice, every 24 hours. 

Q. 279. Where does the water come from that is found in 
the main reservoir? 

A. From the atmosphere. Atmospheric air always carries 
in suspension more or less moisture, which is delivered into the 
main reservoir with the compressed air, and is condensed into 
water. 

Q. 280. Does leakage at the pump stuffing box effect the 
amount of water collected in the main reservoir? 

A. But very little, as experiments have proven that the 
amount received through the stuffing box is very small. 



66 



WE8TINGH0USE AIR PUMP GOVERNOR. 

Q. 281. What is the duty of the pump governor? 
A. To shut off the flow of steam to the pump when the de- 
sired pressure is attained. 

SINGLE TOP GOVERNOR. 

Q. 282. Explain the pipe connections of the pump gov- 
ernor as shown in Fig. 26 and Fig. 27. 

A. Connection B leads to the boiler, connection P leads to 
the pump, and connection MR to the main reservoir. 

Q. 283. Does the connection MR always lead to the main 
reservoir ? 

A. No. With the plate D-8 brake valve this connection leads 
to the train-pipe. 

Q. 284. How does the steam pass through the governor? 




Fig. 26. Air Pump Governor, Open, 



67 



A. By referring to Fig. 26, which is a cross section view of 
the pump governor with the valves in their normal position, it 
will be seen, by following the directions of the small arrows, that 
the steam has a free passage from connection B to connection P. 

Q. 285. What is the normal position of the pump governor ? 

A. Open, as is shown in Fig. 26. 

Q. 286. What is the duty of nut 40, in the top of the gov- 
ernor ? 

A. It is to regulate the tension of spring 41 on diaphragm 
42, which holds pin valve D to its seat. 

Q. 287. What is the duty of governor piston 28? 

A. It is to actuate the steam valve 26, which will admit or 
shut ofif the supply of steam to the pump. 




Fig. 27. Air Pump Governor, Closed. 

Q. 288. With the pump governor adjusted properly, explain 
its operation in shutting off the flow of steam to the pump. 



68 

A. Air pressure entering the governor at MR passes into 
chamber a, below diaphragm 42, until such time as the air pres- 
sure exceeds the tension of adjusting spring 41, when the dia- 
phragm will yield and cause the pin valve d to be raised from its 
seat. With pin valve d from its seat, air is free to pass from 
chamber a, through port b, and into the chamber above the gov- 
ernor piston 28, as shown by the arrows in Fig. 27, air pressure 
now being present above piston 28, forces it down, compressing 
spring 31, and seating steam valve 26. 

Q. 289. If the air pressure is reduced in chamber a, below 
what the governor is adjusted for, what will take place? 

A. The tension of the adjusting spring 41 will cause the 
diaphragm 42 to move down and seat pin valve d. 

Q. 290. With the pin valve d seated, what will cause the 
governor to open and again supply steam to the pump ? 

A. Port b and the chamber above the governor piston 28 
is always open to the atmosphere, through the small relief port c ; 
therefore, the air pressure from above the piston will immediately 
escape and allow spring 31, with the assistance of the steam 
below valve 26, to raise the piston and valve to their normal posi- 
tions, which will again: start the pump to work. 

WESTINGHOUSE DUPLEX AIR PUMP GOVERNOR. 

Q. 291. What is the object of the duplex pump governor as 
shown in Fig. 28 ? 

A. To permit of controlling the pump with two different air 
volumes, or a ready change in the pump control, from one pres- 
sure to another, without the necessity of re-adjusting the gov- 
ernor. 

Q. 292. In what respect does this governor differ from the 
single-top governor, as shown in Figs. 26 and 27 ? 

A. The only difference is in the upper or air end; two dia- 
phragm portions are used, and a Siamese fitting, by which they 
are connected to one steam portion of the governor. 

Q. 293. Is the principle of operation of this device the same 
as the single-top pump governor ? 

A. Yes. The description of the operation of the single-top 
governor, shown in Fig. 26 and Fig. 27, covers this device. 

Q. 294. Do both of the diaphragm portions operate it at the 
same time ? 

A. No. As the adjustment of the heads differ, it requires 
different pressures to operate them; therefore, only one head 
operates at one time. 

;. Q.. 295. Does it make any difference what head is set for the 
high or low pressure? 



69 




FROM BOILER — > 



= -^ TO PUMP 



Fig. 28. Westinghouse Duplex Pump Governor. 

A. No. Not as far as the governor is concerned. This is 
governed entirely by the way the heads are connected up. 

O. 296. By referring to the vent ports in Fig. 28, it will be 
seen that one is to be plugged. What is this for ? 

A. To prevent a needless waste of air. As the Siamese fit- 
ting directly connects both diaphragm portions together, one 
vent port is sufficient, as only one head is operating at one time. 

Q. 297. What equipments is the duplex pump governor 
used with ? 

A. The High Speed Brake, ''Schedule U," or High Pressure 
Control, and the Duplex Main Reservoir Control. 

Q. 298. During the time the pin valve d is unseated there is 
a continuous blow from the relief port c. What is this for ? 

A. This leakage, in conjunction with the flow of steam 
through the small port in steam valve 26, indicated by the arrow 



70 

in Fig. 27, serves to keep the pump working slowly, to avoid the 
accumulation of condensation. 

Q. 299. What is the purpose of the connection X from 
below the governor piston to the atmosphere as shown? 

A. This is the drip pipe connection to the chamber imme- 
diately below piston 28, for the purpose of permitting any steam 
that may leak past the steam valve 26, or any air that may leak 
past piston 28, to escape to the atmosphere. 

PUMP GOVERNOR— DISORDERS AND THEIR TREATMENT. 

Q. 300. In looking up at the air gauge, the engineer finds 
that the main reservoir pressure is much higher than the standard 
amount, presumably due to the governor not shutting off the 
steam to the pump. How could he readily tell whether the 
trouble was in the steam portion or air portion of the governor ? 

A. By examining the vent port of the governor. If it is 
found to be open and air flowing freely from it, it indicates that 
the air end of the governor is all right and that the trouble must 
be in the steam end. Something is preventing the piston from 
seating the steam valve. 

Q. 301. If this trouble is experienced on a day when the 
weather is very cold, where would we usually find the trouble ? 

A. The drain or waste pipe is probably frozen up. 

Q. 302. Is that the only defect that could cause such a 
trouble ? 

A. No. A blind gasket in this pipe, or the pipe clogged 
with dirt or gum of otherwise closed, would cause it. This 
allows the steam that may leak by the stem of the steam valve to 
accumulate under the piston, holding it up against the air pres- 
sure above it. 

Q. 302J. Is there anything that could prevent the governor 
from stopping the pump except this drain pipe ? 

A. Yes ; the diaphragm valve being too long, or its port 
closed by gum or dirt, would prevent the air pressure from pass- 
ing to the top of the piston ; the diaphragm body being so thick 
or the recess in the spring box so shallow as to prevent the dia- 
phragm valve from raising the proper distance. Leakage past 
the packing ring in the piston, if sufficiently great, or leakage in 
any of the joints above the piston, if sufficient when combined to 
prevent the accumulation of pressure on top of the piston, or a 
bad leak in the steam valve, all tend to produce this same result 
of preventing the governor from stopping the pump. With the 
modern governor, if the small spring under the diaphragm valve 
head is absent, this same result will follow. 



71 

Q. 303. Sometimes a governor that has been working prop- 
erly will develop a continual blow from the vent port. What 
would be defective in this case ? 

A. The diaphragm valve would be unseated in this case, 
probably due to dirt or foreign matter on its seat. 

O. 304. Should the vent port be plugged to prevent the loss 
of air ?. 

A. No. To do so would probably cause the governor to 
stop the pump. As the diaphragm valve would continue to leak, 
and as there would be no outlet for the air, it would accumulate 
above the piston until there was sufficient to drive it down, which 
would stop the pump. 

Q. 305. The engineer finds that the governor stops the 
pump properly but fails to start it again promptly on a light re- 
duction in pressure. What could cause such a trouble? 

A. The diaphragm valve being rigid, instead of having the 
proper amount of side play, a partly or entirely stopped-up vent 
port, or the piston packing ring being a very tight fit and stuck 
in the lower end of the cylinder. 

Q. 306. How does the rigid diaphragm valve cause such 
trouble ? 

A. By not seating properly it allows air pressure to feed 
down on top of the piston holding it down. 

Q. 307. How should the packing ring fit the cylinder? 

A. It should be a neat working fit and as near air tight as 
possible, as leakage by this ring would be a waste of air, and 
would have a similar efifect as an enlarged vent port. 

Q. 308. How could the piston stick in the cylinder as men- 
tioned before? 

A. Sometimes packing rings were put in the pistons of old 
governors without truing up the cylinder. When the steam 
valve, by grinding or facing, allowed the governor piston to 
travel downward slightly further than before, the packing ring 
would catch on the shoulder formed by the wear of the piston in 
the cylinder and stick. Jarring would cause it to loosen and 
start the pump, but until the shoulder is removed the same 
trouble will be experienced when the governor stops the pump 
again. 

Q. 309. Some governors are observed to have a heavy flow 
of steam from the waste pipe at all times. What would cause 
this ? 

A. The piston stem being a very loose fit and the upper side 
of the steam valve not making a very good joint. 



72 

Q. BIO. The engineer reports that his governor is somewhat 
erratic, and varies widely in pressure without any change in the 
adjustment. Where would the trouble be located? 

A. In the diaphragm being buckled or injured, which is 
liable to happen if care is not used in removing same. 

Q. 311. On testing the brakes on an engine just out of the 
repair shop, it is found impossible to obtain more than 25 or 30 
pounds of air, at which time the governor will stop the pump, no 
matter how far the adjustment nut is screwed down. What could 
cause this ? 

A. A short diaphragm valve. This allows the strain of the 
adjusting spring to come on the diaphragm while the valve, being 
short, is not seated. The air pressure having free access to the 
piston, as soon as sufHcient pressure is accumulated on the piston 
to overcome the upward pressure on the sfeam valve, the pump 
will stop. The diaphragm valve has probably been shortened by 
grinding. 

Q. 312. If the adjusting spring should weaken, would it be 
advisable to block up on it by means of washers ? 

A. No. So doing would compress the spring, and the 
nearer solid the spring is compressed the less elasticity it will 
have. This will render the governor less sensitive. If the 
spring, as is liable under such circumstances, is compressed solid, 
it is then the same as a solid screw, and capable of exerting an 
extremely great force against the diaphragm valve and middle 
section of the governor with a slight movement of the screw, 
while at the same time, having no elasticity, the governor would 
not stop the pump. 



THE WESTINQHOTJSE ENGINEER'S BRAKE VALVE. 

Q. 313. What style of engineer's brake valve is now gen- 
erally used ? 

A. The equalizing discharge type of valve. 

Q. 313^. What particular benefit is derived from this form 
of brake valve ? 

A. It permits the engineer to make light, uniform reduc- 
tions throughout long trains, sufficiently fast to cover all leakage 
grooves, yet not fast enough to obtain quick action ; and auto- 
matically closes the discharge off gradually, thereby preventing 
the release of the head brakes of the train. 

THE D-8 TYPE OF BRAKE VALVE. 

Q. 314. What does Fig. 29 represent? 

A. The D-8 type of Westinghouse brake valve in cross sec- 
tion, front and side views ; also a plan of the ports in the rotary 
valve and seat. 

Q. 315. In what respect does this valve dififer from the F-6 
or G-6 type of brake valve herein described? 

A. The principal difference is in the train pipe controlling 
device. With the D-8 valve an excess pressure valve is used, 
while the F-6 and G-6 have a feed valve device to control the 
train pipe pressure. 

Q. 316. Are the positions of the brake valve handle of this 
valve the same as with the F-6 or G-6 pattern ? 

A. Yes. 

Q. 317. Are the ports in the rotary valve and seat the same 
in this valve as with the F-6 or G-6? 

A. Yes, practically the same, although slight modifications 
have been made in the general arrangement of the F-6 and G-6 
valves to permit of better wearing surfaces. 

Q. 318. What is the object of the excess pressure valve? 

A. To permit excess pressure to accumulate in the main 
reservoir, and to allow air to feed into the train pipe after the 
excess pressure has been attained. 

Q. 319. In what position of the brake valve does the excess 
pressure valve operate? 

A. Running position. 

Q. 320. How much excess pressure does this valve main- 
tain ? 

A. Ordinarily 20 pounds, this being governed by the tension 
of the spring on the back of the valve. 

Q. 321. With the brake valve in running position, will air 
pass to the train pipe until the excess pressure is obtained? 



74 




1-POSITlON FoHRf^-EASING BRAKE 

Vv FEED PO 



Fig. 29. D-8 Type of Engineer's Brake Valve. 



A. No. In order for air to pass to the train pipe, it must 
unseat the excess pressure valve ; therefore, it cannot pass 
through unless the air pressure exceeds the tension of the valve 
spring. 

Q. 322. With the D-8 type of brake valve, what volume of 
air is the pump governor connected to ? 

A. To the train pipe volume. 

F-6 TYPE OF ENGINEER'S BRAKE VALVE. 

Q. 323. Name the different pipe connections to the engi- 
neer's brake valve as shown in Fig. 30. 

A. Connection X is the main reservoir connection, connec- 
tion Y, which leads to the train pipe ; connection T is the equal- 
izing reservoir connection, connection W is the connection to 
the black hand of the air gauge, connection r is for the purpose 
of connecting the pump governor and the red hand of the air 
gauge to the main reservoir volume of air. 

Q. 324. Name the different parts of the engineer's brake 
valve as shown in Fig. 30. 

A. Brake valve handle 8, rotary valve key 12, rotary valve 
14, equalizing piston 18, equalizing piston packing ring 19. 

Q. 325. What are the duties of the various parts ? 

A. The brake valve handle, by the aid of the rotary key, 
is for the purpose of moving the rotary valve to either of its five 
positions. The rotary valve is for the purpose of opening and 
closing the various port openings in the rotary valve seat. The 
equalizing piston 18 is for the purpose of automatically control- 
ing the discharge of air from the train pipe to the atmosphere^ 
during service applications of the brake. 

Q. 326. What is the purpose of the engineer's brake valve? 

A. To act as a gateway in the air brake equipment, wherein 
the main reservoir pressure may be admitted to the train pipe, 
or the train pipe pressure exhausted to the atmosphere, slowly 
or quickly, as may be desired. 

Q. 327. How many positions are there to the engineer's 
brake valve ? Name them. 

A. Five. Full release, running, lap, service and emergency 
positions. 

Q. 328. How many positions are there in which air is ad- 
mitted to the train pipe, and what are they? 

A. Two. Full release and running position. 

Q. 329. How many positions are there in which the train 
pipe pressure can be discharged? Name them. 

A. Two. Service application and emergency position. 

Q. 330. What is lap position ? 



76 

A. Lap position is the position in which all ports in the 
brake valve are closed. 

Q. What is lap position used for ? 

A. To hold the brakes on after an application, or to prevent 
main reservoir pressure from passing into the train pipe when 
the train Jias parted, or the conductor has applied the brakes 
with the conductor's valve ; also, when coupling to air brake cars. 

Q. 332. In what respect does the F-6 brake valve differ 
from the D-8 type ? 

A. Principally in the use of the feed valve attachment, in 
place of the excess pressure valve, although a number of general 
mechanical improvements have been made in the valve. 

Q. 333. What improvement is the feed valve attachment 
over the excess pressure valve? 

A. The feed valve is a device which controls the train pipe 
pressure, maintaining the standard amount regardless of the 
excess pressure in the main reservoir, which the excess pressure 
valve would not do. It is also more sensitive in its action and 
permits of a convenient method of adjustment ; also, is broader 
in the limits of adjustment. 

Q. 334. With the brake valve in running position, is it 
necessary to accumulate the excess pressure before air can pass 
to the train pipe, as it is with the D-8 type? 

A. No. This is one of the decided advantages of this valve. 
With excess pressure valve, considerable trouble was had from 
the brakes creeping on during the time the pump was raising the 
excess pressure necessary to open the valve. 

Q. 335. How many styles of feed valves are there? 

A. Two, known as the poppet type of feed valve and the 
slide valve feed valve. 

Q. 336. What type of feed valve is used with the F-6 brake 
valve? 

A. The poppet type of valve, as shown in Fig. 30. 

Q. 337. What is the difference between the F-6 brake valve 
and the G-6 valve ? 

A. Only in the use of the slide valve ieed valve, as described 
in the following chapters. 

Q. 338. What is full release position of the brake valve used 
for? 

A. To allow main reservoir pressure to flow quickly and 
directly into the train pipe, thereby insuring a prompt rise of 
pressure and the prompt release of the brakes and recharging 
of the auxiliarv reservoirs. 



77 




TO EQUALIZING 
RESERVOIR 
DIRECT APPLICATION^ 
■~AND SUPPLY PORT 
EQUALIZING PORT 



Fig. 30. Engineer's Brake Valve, F-6 Type. 



78 



G-6 TYPE OF ENGINEER'S BRAKE VALVE. 

Q. 339. Explain the flow of air through the brake valve 
with the valve in full release position. 




Fig. 31. Release Position cf the Engineer's Brake Valve, G-6 Type. 

A. By referring to Fig. 31, which is a diagrammatic view of 
the G-6 brake valve in release position, it will be seen by follow- 
ing the direction of the small arrows that the main reservoir 
pressure, entering the valve at MR, is free to pass through pas- 
sage A, A, to the chamber above the rotary valve, through port 
a in the rotary valve to cavity b in the seat, thence through cavity 
c in the rotary valve and down through ports 1, 1, to the train 

Q. 340. In the air entering the train pipe below equalizing 
piston 18, why is this piston not moved to its upper position ? 

A. Because, at the same time air is passing directly to the 
train pipe through the ports described, air pressure from the 
main reservoir pressure is also free to pass chamber D above the 
equalizing piston through port g in the rotary seat, which is open 
to cavity c in the rotary, as well as through port e in the rotary 



79 

seat, which is open to port j in the rotary, therefore equahzing 
the pressure above and below the piston, which allows it to 
remain in its normal position. 

Q. 341. What volume of air is at all times in the chamber 
D, above the equalizing piston 18? 

A. The equalizing reservoir, or little drum, volume. 

Q. 342. What is the object of having the equalizing reser- 
voir always connected to chamber D above the equalizing piston ? 

A. This is to increase the volume of air above the equal- 
izing piston. 

Q. 343. Why is this necessary ? 

A. Without the equalizing reservoir, the volume of air 
above the equalizing piston would be so small that it would be 
difficult to reduce the pressure gradually, which is required 
during service brake applications. 

Q. 344. Is it understood that in all cases, when chamber D 
is being charged, that the equalizing reservoir is also being 
charged ? 

A. Yes, they are at all times in direct communication with 
each other. 

Q. 345. What is the cause of the blow from the direct 
exhaust opening of the brake valve when in full release position ? 

A. This is due to the warning port being open, which is port 
r in the rotary valve, and which is always open to the direct 
exhaust when the brake valve handle is in full release position. 

Q. 346. What is the object of having this air escape when 
the handle is in this position? 

A. To make a noise and attract the engineer's attention to 
the fact that the brake valve is in full release position, and that 
it must be moved to running position to prevent the train pipe 
from becoming overcharged. 

Q. 347. What air pressure is escapmg to the atmosphere 
through the warning port ? 

A. Main reservoir pressure. 

Q. 348. What will happen if the brake valve is left in full 
release position ? 

A. The train pipe and main reservoir pressure will equalize, 
thereby causing the train pipe to become overcharged. 

Q. 349. Why would the train pipe be overcharged if it 
contains the same pressure as the main reservoir? 

A. This is owing to the pump governor being connected to 
the main reservoir volume of air, with this style of brake valve, 
and which is always adjusted for a pressure above the standard 
train pipe pressure. 



80 



Q. 350. To what position must the brake valve handle be 
moved to prevent the train pipe from becoming overcharged? 

A. Running position. 

Q. 351. Why will the train pipe not become overcharged 
with the brake valve in running position ? 

A. Because, in this position all air which enters the train 
pipe must pass through the feed valve attachment which controls 
the train pipe pressure, as this valve automatically closes off 
when the desired pressure is obtained. 

Q. 352. What air pressure is always present above the 
rotary valve ? 

A. Main reservoir pressure. 

Q. 353. When is the running position of the brake valve 
used? 

" A. While running over the road when the brakes are not 
being operated, in order for the feed valve to control the train 
pipe pressure. 

Q. 354. Explain the flow of air through the brake valve 
with the handle in running position. 




Fig. 32. Running Position of the Engineer's Brake Valve, G-6 Type. 



81 

A. By referring to Fig. 32, which is a diagrammatic view of 
the G-6 brake valve in running position, it will be seen that port j 
in the rotary valve is in register with port f in the seat, therefore 
permitting main reservoir pressure to pass irom above the rotary, 
through port j, f, f, f, to the feed valve attachment, thence 
through the slide valve feed valve to the train pipe. Cavity C 
in the rotary valve is at this time over port g in the rotary seat^ 
which leads to chamber D above the equalizing piston ; therefore, 
train pipe pressure which is always present in cavity C, can pass 
through port g to chamber D and cause the pressure to become 
equalized above and below equalizing piston 18. 

Q. 355. Is it understood that in running position only two 
ports in the rotary seat are open ? 

A. Yes ; one which leads to the feed valve attachment, and 
the other which leads to chamber above the equalizing piston. 

Q. 356. What is the next position of the brake valve? 

A. Lap. 

O. 357. What is lap position used for? 

A. To prevent the main reservoir pressure from entering the 
train pipe or the train pipe pressure from passing through the 
valve to the atmosphere. 

Q. 358. Are there any ports open to the brake valve on lap? 

A. Xo. All communication through the brake valve is 
cut ofif. 

Q. 359. What is the next position of the brake valve? 

A. Service application position. 

Q. 360. In making a service application, from what part 
of the brake valve is air pressure first drawn? 

A. From chamber D, above the equalizing piston 18, and 
the equalizing reservoir. ^ 

Q. 361. Explain the operation of the brake valve when 
placed in service application position. 

A. By referring to Fig. 33, which is a diagrammatic view of 
the G-6 brake valve in service application position, it will be 
seen that a small groove in the rotary valve is connecting ports 
e and k in the rotary valve seat together. Port e leads to 
chamber D above the equalizing piston, and port k to the main 
exhaust ; therefore, air pressure in chamber D is free to pass 
through port e to the groove in the rotary valve, and out through 
port k to the atmosphere. The reduction of pressure in chamber 
D, above the equahzing piston, permits the piston to be moved 
to its upper position as shown, owing to the train pipe pressure 
below the piston becoming greater than that above. The up- 
ward movement of the piston causes its stem to be raised from its 
seat, therefore permitting the air from the train pipe to pass 



82 




^^§- 33- Service Application Position of the Engineer's Brake Valve, G-6 Type. 

through port m, n and nl to the atmosphere from the train pipe 
exhaust fitting. 

Q. 362. In making a service brake appHcation does it re- 
quire that the brake valve handle be left in application position 
any longer to make a 10 pound reduction on 40 cars that it 
#would with 10 ? 

A. No, for in service position the volume of air which is 
reduced always remains constant, that being the air pressure in 
chamber D and the equalizing reservoir. 

Q. 363. What causes the equalizing piston to move to its 
lower position and close of¥ the discharge from the train pipe 
exhaust ? 

A. As long as the piston remains up, the pressure in the 
train pipe will escape until it is reduced below that which remains 
in chamber D ; therefore, the greater ^pressure above will cause 
the piston to move to its lower position. 

Q. 364. Upon a 5 pound reduction in the pressure in the 
equalizing reservoir, or chamber above the piston, what amount 
would be permitted to escape from the train pipe ? 



83 

A. A like amount or 5 pounds. 

Q. 365. Would the blow, or escape, of air from the train 
pipe exhaust be any longer with a long train than with a short 
one, the same reduction in pounds being made in each case ? 

A. Yes; the volume of the long train pipe being so much 
greater, it would require a larger volume of air to escape to make 
the same reduction in pounds. As the air escapes through the 
same sized opening in each case, it would take longer for the 
greater volume to escape. ^ "^ 

Q. 366. It was mentioned that the discharge from the train 
pipe exhaust was longer with a long train than with a short one, 
the same reduction in pounds being made in each case. Does 
the equalizing piston raise any higher with a long train than it 
does with a short one? 

A. The lift of this piston varies to a certain extent with the 
length of the train. On trains where the volume of train pipe 
pressure is less than, or just equal to, the volume of equalizing 
reservoir pressure as compared to their respective openings to 
the atmosphere, the piston cannot rise its full lift on account of 
the rapid reduction of train pipe pressure under it. On trains 
where the volume of train pipe pressure is greater than the 
volume of equalizing reservoir pressure, as compared to their 
respective openings to the atmosphere, the piston will be raised 
its full lift. 

Q. 367. Is it possible for the air to escape from the train 
pipe exhaust opening quickly enough to apply brakes in the 
emergency? 

A. No, not if the triple valves are in proper condition, as the 
opening made by the train pipe discharge valve is proportioned 
to the service port openings in the triple valves. 

Q. 368. What is the fifth or last position of the engineer's 
brake valve? 

A. The emergency position. 

O. 369. Explain the flow of air through the brake valve 
when the handle is placed in the emergency position. 

A. By referring to Fig. 34, which is a diagrammatic view of 
the brake valve in emergency position, it will be seen by follow- 
ing the direction of the small arrows, that the train pipe pres- 
sure is free to pass through ports 1, 1, cavity C, and port k to the, 
main exhaust. Chamber D and equalizing reservoir is at the 
same time open to the atmosphere, through preliminary exhaust 
port e, a small groove in the rotary valve, and groove h in its 
seat, which leads to the direct exhaust. 



84 





Fig. 34. Emergency Position of the Engineer's Brake Valve, G-6 Type. 

Q. 370. With the brake valve handle in emergency posi- 
tion, does any air pressure escape from the train pipe at the train 
pipe exhaust fitting? 

A. No; in emergency position of the brake valve the equal- 
izing piston does not move ; therefore, no air can escape from 
the train pipe exhaust. 

Q. 370J. Sometimes a very noticeable flash occurs at the 
train pipe service exhaust when releasing brakes, as though the 
equalizing piston had raised. It is a noticeable fact that this 
never occurs with a long train, but only with the light engine or 
a few cars. What causes it? 

A. When the valve handle is placed in full release position, 
the supply to the train pipe is much greater than that to the 
equalizing reservoir, thus charging the chamber under the equal- 
izing piston faster than the chamber above it. This causes the 
piston to rise until the pressures equalize. 



85 

THE WESTING HOUSE SLIDE VALVE FEED VALVE. 

Q. 371. What is meant by the "SUde Valve Feed Valve?" 

A. It is an improved arrangement designed to succeed and 
replace the older poppet valve form of feed valve attachment of 
the F-6 brake valve, and when this form is used, the brake valve 
is designated as G-6. 

Q. 372. Was not the old form of feed valve attachment suc- 
cessful and satisfactory? * 

A. While it was successful in performing its function of 
feeding leaks in the train pipe and not permitting the closure of 
the passageway between the main reservoir and train pipe until 
after maximum train line pressure had been accumulated, it was 
not wholly satisfactory, inasmuch that as the supply valve ap- 
proached its seat, the supply passage was gradually closed. 
Thus the last few pounds supplied to the train pipe of long- 
trains was accumulated too slowly. On leaky trains it was some- 
times impossible to bring the train line quite up to maximum 
pressure. Again, dirt and foreign matter could collect on the 
poppet valve face and its seat, and allow over-feeding of the train 
line. 

Q. 373. Does the slide valve form of feed valve overcome 
these defects or shortcomings of the poppet valve form? 

*A. Yes; while it embodies all the recognized advantages of 
the older form, the slide valve feed valve governs the pressure 
within closer limits, is free from the derangement due to accu- 
mulation of dirt between the valve and seat of the poppet form, 
and is so constructed that it may be taken apart and cleaned 
without interfering with the pressure adjustment. 

Q. 374. Then the name of the slide valve feed valve is 
descriptive of the device and suggests a difference from the older 
or poppet valve form.- Is there any distinctive difference by 
which the two forms may be readil}^ distinguished? 

A. Yes ; the older or poppet valve is symmetrical in appear- 
ance, and its regulating- spring is longer and stands vertical. 
The slide valve form is irregular and more compact in form, and 
its shorter regulating spring lies in a horizontal position. Both 
forms, however, are interchangeable in their attachment to the 
brake valve; but the internal working parts, of course, are not 
interchangeable in the casings. 

Q. 375. Then if the two attachments are interchangeable 
on the brake valve, it is to be understood that no change has 
been made in the brake valve proper? 

A. The only change made is in the feed valve attachment. 

Q. 376. What are the essential working parts of the slide 
valve feed valve attachment? 



86 



A. The supply valve 55, an actuating piston 54, the regulat- 
ing valve 59, diaphragm 57, a regulating spring 67 and supply 
valve piston spring- 58. 

Q. 377. Explain the general arrangement of the slide valve 
feed valve? 

A. The valve consists of two sets of parts, which might be 
designated as the supply parts and regulating, parts. The supply 
parts, which control the flow of air through the valve, consist of 
the supply valve and its spring, supply valve piston and supply 
valve piston spring. The regulating parts consist of the reg- 
ulating valve, regulating valve spring, diaphragm, diaphragm 
spindle and regulating spring. 

Q. 378. What is the normal position of this valve? 

A. Closed, as is shown in Fig. 35. 

Q. 379. Explain the duty of the various operative parts. 




^^S- 35- Slide Valve Feed Valve, Closed. 

A. Slide valve supply valve 55 is for the purpose of open- 
ing and closing port b in the slide valve seat. Piston 54 is for 



87 



the purpose of actuating the sHde valve 55. Spring- 58 is for the 
purpose of moving the piston and sHde valve 4, when the pres- 
sures have equalized on both sides of the piston. 

Q. 380. What are the duties of the regulating parts of the 
slide valve feed valve? 

A. To control the action of the supply valve piston and sup- 
ply valve, to open and close the supply port b in the seat. 

Q. 381. Explain the operation and flow of air from the slide 
valve feed valve, when the brake valve handle is placed in run- 
ning position. 




Fig. 36. Slide Valve Feed Valve, Open, 

A. By referring to Fig. 35, which is a diagrammatic view of 
the valve in its closed position, air pressure entering through port 
f, from the brake valve, is free to pass into the supply valve 
chamber, causing the supply valve piston 54 to be moved to the 
left, compressing piston spring 58, as shown in Fig. 36 and by 
which movement the supply valve 55 has uncovered port b in the 
slide valve seat, thereby permitting air to pass directly through 



88 

ports b and i to the train pipe. At the same time, air is also 
passing by the supply valve piston 54, which is not perfectly air 
tight, to chamber E, thence through port c, c, by the regulating 
valve 59, and through port a to diaphragm chamber G, and on 
through ports i, i, to the train pipe. 

Q. 382. What will cause the valve to close and stop the flow 
of air from the main reservoir to the train pipe ? 

A. As the pressure in the train pipe and chamber G slightly 
exceeds the tension of the regulating spring 67, the diaphragm 
57 will yield and allow regulating valve 59 to move to its seat, 
closing port a, and prevent the flow of air from chamber E. As 
the air continues to leak by supply valve piston 54, it will 
eventually equalize on both sides of the piston, and allow supply 
valve piston spring 58, which was previotisly compressed, to 
react and move the piston and supply valve to the position as 
shown in Fig. 36, closing port b in the slide valve seat. 

Q. 383. With the feed valve now closed, and the pressure 
equalized on each side of the supply valve piston, what will cause 
it to open to supply the train pipe when the pressure has been 
reduced through leakage or otherwise * 

A. Diaphragm chamber G is always in direct connection 
with the train pipe; therefore, any reduction in train pipe 
pressure subsequently reduces it in chamber G, which will allow 
the tension of the adjusting spring to overcome the weakened 
air pressure in chamber G, and force the diaphragm forward, 
which in turn unseats the regulating valve, permitting the accum- 
ulated air pressure in chamber E to escape to the train pipe 
through ports c, c, a, chamber G and ports i, i. The equiHbrium 
of pressures on the opposite sides of supply valve piston now 
being destroyed, the higher main reservoir ^pressure which is 
present in the slide valve chamber, forces the supply valve piston 
to the left, which moves the supply valve with it, opening port 
b and again permitting air to pass to the train line until the 
pressure has been restored to the proper amount. 

Q. 384. The slide valve then maintains practically a wide- 
open port until maximum pressure is reached? 

A. Yes ; and when maximum pressure is reached, the slide 
valve closes the supply port suddenly. Then, when the train line 
pressure has been reduced through leakage, the supply valve 
quickly opens wide its port. 

Q. 385. What care should be given ihis feed valve? 

A. The piston and its slide valve should occasionally be 
taken out, all dirt and gum removed from them and the chambers 
where they work, being careful to leave no lint and to avoid 
bruising the parts removed. A very small amount of some light 



89 

lubricating oil (engine oil will do in the absence of a better) 
should be applied to the piston, the face of the slide valve and 
the spring on the latter. In replacing the parts, move them back 
and forth a few times to insure that they work freely. Next 
remove the regulating valve, carefully clean it, its valve seat and 
the hole through which its stem extends, using no metal to do 
this so as to avoid scratching, and replace the valve dry. 

Q. 386. Should the supply valve piston be an air tight fit 
in its bushing? 

A. No ; it should be loose enough to allow the air to leak 
past it into chamber E in order for the valve to close of¥ 
promptly. 

BRAKi VALVE DISORDERS AND THEIR TREATMENT. 

Q. 387. With the plate D-8 brake valve, when the handle 
is placed in running position, the engineer finds that instead of 
carrying 20 pounds of excess pressure, the valve carries 30 
pounds excess, and so reports. Where would the trouble be? 

. A. In the excess pressure valve being gummed up or the 
spring too stiff. The valve should always be cleaned before 
adjusting the excess pressure spring. 

Q. 388. What should be done to get the excess pressure 
valve out to clean it or to adjust the spring? 

A. First close the stop cock in the train pipe immediately 
under the brake valve to prevent the operation of the brakes. 
Then place the brake valve handle in the emergency position to 
drain the remaining portion of the train pipe. After doing this 
the excess pressure valve and spring' can be removed without any 
trouble. 

Q. 389. Why would it not do equally as well to place the 
brake valve hanclle on lap position without going to the emer- 
gency ? 

A. Because there is train pipe pressure behind the excess 
pressure valve that must be gotten rid of before the cap nut is 
removed. 

Q. 390. Suppose that the engineer reports that with the 
brake valve handle in running position no air passes into the 
train pipe at all, where would the trouble be located? 

A. In the runing position /he excess pressure valve is the 
one that opens the feed port. As no air goes into the train pipe 
it is evident that the excess pressure valve did not open from 
some cause, probably gum. This valve should be removed as 
before described, and the gum softened up by heat, or other suit- 
able means, avoiding scraping, and replaced as dry as possible. 



90 

oil on the valve only serving to form a foundation for a second 
coating of gum. 

Q. 391. Should it ever become necessary to grind in the 
excess pressure valve, how should it be done ? 

A. A guide should be made the size and shape of the cap 
nut, to steady the valve and hold it true to its seat. 

Q. 392. Why is it that the brakes sometimes apply with the 
brake valve handle in the running position, plate D-8 valve ? 

A. It is due to a lack of excess pressure. With this brake 
valve the excess pressure must be obtained before any air can 
pass into the train pipe when the handle is in running position. 
If a little care is exercised not to lose the excess pressure when 
making the release, this trouble will not be experienced. 

Q. 393. With a plate F-6 or G-6 brake valve the engineer 
notices, when the brake valve is in running position, that the 
black pointer gradually creeps up until main drum and train pipe 
pressure are equalized at 90 pounds, or whatever the pump 
governor is adjusted to. This occurs with a light engine or short 
train only, and upon test we find the rotary valve to be tight. 
Where could such a trouble be? 

A. It may be dirt on the feed valve, preventing its seating 
properly, or it may be the feed valve gasket being broken 
between the feed ports. 

Q. 394. How could it be distinguished from the leaky 
rotary valve? 

A. By the fact that with a leaky rotary valve the trouble 
would also exist on lap position, while with the trouble men- 
tioned it only occurs in running position. 

Q. 395. How should the feed valve be cleaned of dirt and 
gum? 

A. By heating it sufficiently to soften the gum. It may also 
be removed by the use of benzine, lye or some other agent that 
will cut the grease. The valve should not be scraped, however, 
as having a soft metal seat, it is very easy to injure the joint that 
the valve makes on the seat. 

Q. 396. Some engineers complain that with the F-6 or G-6 
brake valve, if the handle is brought to running position, the 
driver and tender brakes will apply, presumably caused by a leak 
in the train pipe. How is it that brakes will be applied this way 
by a comparatively small leak inMhe train pipe, when this valve 
is especially designed to supply leaks when placed in running 
position? 

A. The trouble is not the brake valve, but that it operates 
that way is due to the manner in which it is handled. The 
trouble is caused by the engineer leaving the valve handle in full 



91 



TO PUMP GOVERNOR AND GAUGE 

RED HAND 

MAIN RESERVOIR PRESSURE 




Fig. 36A. Plan View of the Westinghouse G-6 Engineer's Brake Valve. 



release position until the train pipe is charged to more than what 
the feed valve is adjusted to carry. This causes the feed valve 
to close, and with the valve handle in running position the feed 
valve cannot open until the train pipe pressure has reduced below 
the tension of the adjusting spring. This reduction is what 
causes the brakes to apply. 

Q. 397. Upon testing the brakes on an engine just out of 
the repair shop they are found to work as follows: With full 
train pipe and main reservoir pressures, if the handle is brought 
to lap position, the black pointer will fall to the pin almost imme- 
diately. At this time,^ on lap, there is a very heavy, quick dis- 
charge through the train pipe service exhaust, and the brakes 
will apply in the emergency. If the engine is coupled to one or 
two cars equipped with quick action triple valves, quick action 
will follow. How could such action be accounted for? 

A. The black pointer falling so rapidly would indicate a very 
small volume of that pressure. Possibly the equalizing reservoir 
is full of water or a blind gasket inserted in the connection to it. 
There must be some leak from that pressure to cause the 
reduction on lap position. This leak may occur at the gauge 



92 



connection, the equalizing reservoir connection, or the gasket 
above the equalizing piston leaking from the chamber to the 
atmosphere. 





Fig. 36B. Top View of 
Rotary Valve. 



^'g- 36C. Bottom View of 
Rotary Valve. 



Q. 398. An engineer complains that when his engine is 
coupled to a long train he cannot obtain the required amount of 
train pipe pressure, 70 pounds, with the brake valve handle in 
running position, plate F-6 valve, while if the engine is attached 
to only a few cars, or if the angle cock is closed a few cars from 
the engine with a long train, the proper pressure is obtained 
without readjustment of the feed valve. How could this occur? 

A. With the long train, when -very nearly the maximum 
pressure has been attained, the feed valve piston starts down- 
ward, but as it descends the tension of the feed valve spring 
increases until a point is reached where it is equal to the air 
pressure above the piston. At this time the feed valve is partly 
closed. This partial closing of the feed valve cuts ofif the supply 
to the train pipe to such an extent that the train pipe leakage is 
just sufficient to prevent any further increase. With the short 
train and less leakage the partial closing of the feed valve is not 
enough to prevent the increase, so the full pressure is attained. 
This might cause a variation of two or three pounds. However, 
this is not so apparent with the G-6 valve. 

Q. 399. An engineer in handling a tram finds that after 
making a reduction of train pipe pressure the blow from the 
train pipe exhaust will not stop entirely as long as the brake 
valve handle is on lap position. If the handle is placed on the 
shoulder between lap and running positions the blow stops 
almost immediately. The blow will not occur there, nor in run- 
ning or release positions, but if the handle is placed on lap 
position again the blow will resume. What should he report ? 



93 

A. A leak in the equalizing reservoir or its connections. 
This leak serves to reduce the pressure in the chamber above the 
equalizing piston, and the piston is held up by the train pipe 
pressure to make a corresponding reduction in that pressure. 

Q. 400. Where could such a leak occur? 

A. In the train pipe connection leading to the equalizing 
reservoir, or in the drain cock to the equalizing reservoir, if one 
is empjoyed ; in the pipe connection to the black pointer of the 
air gauge, or in the gasket above the equalizing piston. The 
latter would be a leak to the atmosphere. 

Q. 401. Why is it that such a leak is scarcely noticeable 
with a light engine, but when coupled to a train is verv notice- 
able? 

A. Because with a light engine the volume of the train pipe 
pressure is so small that it only requires a small amount taken 
off to make the required reduction. This small amount escaping 
is hardly noticeable. With a long train the volume is so much 
greater that it requires a much larger amount tO' escape to keep^ 
the train pipe pressure equal to the pressure in the equalizing- 
reservoir. 

Q. 402. Why does the blow stop if the brake valve handle 
is put on the shoulder between lap and running positions, or in 
running or release positions? 

A. Because on the shoulder or in the other positions named 
the equalizing, port between the train pipe and equalizing reser- 
voir is opened, thus keepiilg the two in communication. On lap 
they are separated, this port being closed, and the reduction in 
the equalizing reservoir pressure can occur. 

Q. 403. An engineer finds when backing down to couple to 
his train that the driver and tender brakes hold when applied in 
service stop position, but after coupling to his train he cannot 
apply anv brakes in service, but can apply all brakes in the emer- 
gency. He notices while attempting to apply the brakes in ser- 
vice stop position that he gets no discharge from the train pipe 
exhaust, although he gets the ordinary discharge through the 
preHminary port. At the same time the black pointer, if it falls 
at all, falls very slowly. What should he report? 

A. The gasket above the equalizing piston burned out or 
cracked between the train pipe port and the chamber above the 
piston. He should also give the symptoms when reporting. 

Q. 404. How could the gasket, being burned out or cracked, 
cause this trouble? 

A. The equalizing piston can only be raised by making the 
train pipe pressure stronger than the equalizing reservoir pres- 
sure. This is done by reducing the latter pressure. If anything 



94 

connects the twO' pressures in service stop, the equahzing reser- 
voir pressure cannot be reduced below the train pipe pressure, 
and as a consequence the piston wiH not raise. 

Q. 405. Hov^' could such a brake valve apply the brakes on 
a light engine if this trouble existed? 

A. Because when the preliminary port was opened and the 
pressure above the piston escaped, the train pipe pressure would 
flow through the defective gasket into the chamber above the pis- 
ton, thus holding it down. But in doing so it would reduce the 
pressure in the short train pipe sufficiently fast to cause the 
application of the brakes. With the volume of the longer train 
pipe the discharge through the preliminary port would not be 
sufficiently rapid to apply the brakes. A bad packing ring in the 
equalizing piston would cause this same trouble, but is rarely 
met with. 

Q. 406. Should the brake valve handle be placed in service 
stop position and the discharge from the preliminary port be 
weak, what would be the probable cause of the trouble ? 

A. A reduced area of the preliminary port due to obstruc- 
tions of foreign matter. 

Q. 407. The engineer finds that with the light engine, or 
a short train, he cannot carry any excess pressure with the brake 
valve handle in the running position. He also has trouble with 
the driver brake releasing while the brake valve is on lap position. 
When the engine is coupled to a long train he has no trouble at 
all, either in carrying the excess pressure or with the 'driver brake. 
What should he report? 

A. A leaky rotary valve. It is evident that the air pressure 
is feeding from the main reservoir into the train pipe, thus pre- 
venting the accumulation of the excess pressure. Another evi- 
dence of this is the driver brake releasing. To release the driver 
brake there must be either an increase in train pipe pressure or 
a decrease in auxiliary pressure. The non-accumulation of 
excess pressure points to the increase in train pipe pressure, in 
which case the rotary valve is part at fault. 

Q. 408. If it is a leaky rotary valve, how can the difference 
in the length of the train affect the results? 

A. The longer the train the more train pipe leakage will be 
encountered. This train pipe leakage will allow the accumula- 
tion of excess pressure and also hold the train pipe pressure 
down while the brake valve handle is on lap position, thus hold- 
ing the driver brake applied. If both trains were absolutely tight 
the same results would be noticed in each case. 

Q. 409. Why should the driver brake release while the rest 
of the brakes remained applied? 



95 

A. Because possibly the driver brake has a longer piston 
travel than the rest. Or, with equal piston travel, it is the near- 
est to the brake valve, and would thus be the first to be affected. 
If allow'ed to remain long enough all brakes would eventually 
release, everything else being in good order, 

O. 410. How can it be definitely ascertained whether the 
rotary valve is leaking or not ? 

A. The surest method is to place the brake valve handle 
in service stop position, draining the train pipe and equalizing 
reservoir. Then open the release valves t.nd drain the auxiliary 
reservoirs, after which cut out the driver and tender brakes and 
move the handle to lap position, maintaining full main drum 
pressure. Next open the angle cock on the rear of the tender 
and immerse the hose in a bucket of water. If any bubbles 
appear, the number and size indicate the extent of the leakage 
past the rotary valve. 

Q. 411. In facing a leaky rotary valve, how should it be 
done ? 

A. The valve and seat should be trued up in a lathe if possi- 
ble, using very light cuts on a steady running lathe. If this kind 
of a lathe is not accessible, the seat should be scraped to as near 
a perfect bearing as possible, after which it should be rubbed 
down with ground glass, float emery or other suitable material, 
avoiding the use of the coarser grades of emery, as they bed into 
the brass and cut to much. 

Q. 412. Complaint is made of a brake valve that it some- 
times requires a reduction of from five to twenty-five pounds in 
the chamber D pressure before any action of the piston will be 
obtained. Upon investigation we find that with the valve handle 
in running position the two pointers equalize at 90 pounds. 
Reducing the pressure to 85 pounds and leaving the handle on 
lap position for a few moments, the black pointer gradually 
creeps up to the red pointer. The brakes, however, remained 
applied. When the handle is moved to the service stop position 
for a second reduction, it is found necessary to reduce the 
pressure above the piston to a point slightly lower than where 
we left it before, at 85, before action of the piston is obtained. 
How could this occur ? 

A. It is evident from the fact that the brakes do not release 
on lap position, that the air is not getting into the train pipe. 
The increase of pressure on the black pointer proves, however, 
that air is passing into the chamber above the piston, or the 
equahzing reservoir. This would account for the heavy reduc- 
tions necessary to get action of the equalizing piston. A leak 
from the main reservoir to the equalizing reservoir (or little 



96 

drum) would do this, and as it is hardly liable to occur in the 
rotary valve, the trouble probably is in the gasket above the 
equalizing piston leaking from the main drum port to the equal- 
izing reservoir port or the central chamber. 

Q. 413. What may be the result if the warning port is 
allowed to be stopped up? 

A. The engineer, when placing the brake ,valve handle in 
release position, having nothing to attract his attention to the 
position the valve is in, may allow it to remain there too long 
and cause the train pipe to be overcharged. 

Q. 414. In the event of the equalizing reservoir pipe be- 
coming disconnected would it be possible to still operate the 
brakes, and how would we proceed ? 

A. Yes ; by plugging up the broken pipe and placing a plug 
in the train pipe exhaust opening of the brake valve. The 
brakes could then be operated by moving the handle toward the 
emergency position, and using it similar to a three-way cock. 

Q. 415. In making a service application with a long train 
the engineer notices that while air is blowing from the train pipe 
exhaust the black hand moves up two or three pounds. What 
causes this? 

A. The equalizing piston not making a good joint against 
the leather gasket. This gasket should be in such shape that 
when the piston is raised it will make an air tight joint, sep- 
arating the train pipe pressure from the little drum pressure. 

Q. 416. What else beside the rotary valve will make the 
brake valve handle hard ? 

A. Bad gasket above the rotary valve key. This should be 
of specially prepared leather and kept well lubricated and must 
be the standard thickness as prescribed by the manufacturer. 

Q.^ 417. With the slide valve, feed valve and brake valve 
ha.ndle in running position, what might cause the train pipe 
pressure to raise above the standard ? 

A. Improper adjustment, leaky slide valve or a leaky regu- 
lating valve, or a leak to the atmosphere past the piston cap 
nut, or the diaphragm. 

Q. 418. If the adjustment is proper, what part should be 
examined first ? 

A. The small regulating valve, and if the pressure still raises 
above the standard amount after it has been cleaned, the trouble 
then must be in the slide valve, which part should be removed 
and properly repaired. 

Q. 419. In cleaning a slide valve feed valve, what parts 
should be lubricated? 

A. Only the piston slide valve and slide valve spring, and 



97 

lubricate with a very small amount of valve oil, as with this 
valve too much oil is liable to cause the same to w^ork erratic. 

Q. 420. In grinding in the regulating valve, can this be 
done while there is tension on the adjusting spring? 

A. No; because while there is tension on the adjusting 
spring the diaphragm holds the regulating valve away from its 
seat, therefore the valve cannot be ground until this tension is 
relieved. 

Q. 421. What might be the trouble with the slide valve feed 
valve if it allows the train pipe pressure to raise above the 
standard amount? 

A. Improper adjustment, leaky supply valve 55, leaky regu- 
lating valve 59, a weak or broken supply valve piston spring 58, 
a leak to the atmosphere past the piston cap nut 53 or regulating 
valve cap nut 61, regulating valve 59 being too long, or a leak 
between the holes in the gasket that is placed between the feed 
valve and brake valve. 

Q. 422. How would it be possible for regulating valve 59 
to become too long? 

A. If care is not exercised in grinding in the valve to see 
that the same amount is removed from the end of the stem that 
rests against the diaphragm as is removed from the valve or 
seat, the same would not seat properly. 

O. 423. Is it necessary tO' drain the main reservoir of its 
pressure before making repairs to the feed valve attachment ? 

A. No; close the train pipe cut-out cock below the brake 
valve, put the handle of the latter in emergency position and the 
parts can be removed. 

Q. 424. Why will too much oil on the feed valve piston tend 
to cause same to work erratic and build the train pipe pressure 
above the desired amount? 

A. A large quantity of oil on the piston, while it remains, 
will act as a packing and prevent a prompt equalization of pres- 
sures on its two sides when the regulating valve closes. 

Q. 425. What would be the effect if someone were to file 
or otherwise reduce the feed valve piston to a loose fit? 

A. The desired train pipe pressure could not then be ob- 
tained. 

Q. 426. What might cause the constant blow from the hole 
in spring box 62? 

A. Leakage by diaphragm or ring. Usually this is due to a 
broken diaphragm, which in all cases should be removed. 

Q. 427. How can it be told if the regulating valve is the 
proper length? 

A. By placing a straight edge across the shoulders of the 
casting upon which the diaphragm rests, the valve stem should 
be flush with these shoulders. 



98 



WESTINGHOUSE PLAIN TRIPLE VALVE. 

Q. 428. Name the operative parts of the plain triple valve. 

A. Referring- to Fig. 37 it will be seen that the valve con- 
sists of a piston 5, slide valve 6, graduating valve 7, graduating 
stem 8, graduating stem spring 9 and slide valve spring 14. 



TO AUXILIARY 
RESERVOIR 



TO BRAKE CYLINDER 



TO TRAIN PIPE 




Fig. 37. Westinghouse Plain Triple Valve. 

Q. 429. How many positions are there to a plain triple, and 
what are they? 

A. Four; release, service, lap and emergency positions. 

RELEASE POSITION. 
Q. 430. What is the normal position of the triple valve? 
A. Release position, as is shown in Fig. 38. 
Q. 431. What is the purpose of release position of the valve? 
A. To allow the auxiliary reservoir to be charged, and to 
exhaust the air from the cylinder to permit the brakes to release. 



99 



Q. 432. Explain how the air passes through the triple valve 
in order to charge the auxiliary reservoir? 

A. Air enters from the train pipe connection, passes 
through port a into gradciating stem case b, thence through 
port c to the piston chamber d. The piston being in release 
position, and the feed port m in the bushing being open, the air 
is free to pass through port m in the bushing, port n on the 
piston shoulder to the slide valve chamber e, thence through 
pipe connection to the auxiliary reservoir. 



TO AUXILIARY 
RESERVOIR 




Fig. 38. Weitinghouse Plain Triple Valve, Release and Re-charging Position 

Q. 433. \\nien the auxiliary reservoir is fully charged, how 
do the pressures stand on the opposite sides of the triple valve 
piston? 

A. Equal. 



100 
SERVICE APPLICATION POSITION. 

Q. 434. With the auxiUary reservoir charged and the valve 
ill release position^ what must be df)ne to cause the piston to 
move to service application position? 

A. The train pipe pressure must be reduced below that in 
the auxiliary reservoir. 

Q. 435. How much of a train pipe reduction should be made 
to cause this valve to move to application position? 

A. Not less than 5 pounds. 

Q. 436. Explain what takes place as the triple valve piston 
moves to service position? 

A. As the piston starts down, the first slight movement 
causes it tO' close feed port m and unseat graduating valve 25. 
Shoulder u, on the end of the triple piston stem then becomes en- 
gaged with the end of slide valve 24, causing it to be moved to the 
position as shown in Fig. 39, in which it will be observed that the 
exhaust cavity g is no longer in communication with the brake 
cylinder port f, but that port p in the slide valve is now in regis- 
ter with port f in the seat, which leads to the brake cylinder. 

Q. 437. As the piston moves toward service position, what 
resists its movement and prevents it from moving the full length 
of its cylinder? 

A. The graduating stem, with which the knob on the plain 
side of the triple valve piston becomes engaged, as the piston 
reaches service position. 

Q. 438. What is the duty of the graduating stem and spring? 

A. To act as a bumping post for the triple valve piston, 
which will prevent it from going to the emergency position dur- 
ing service application. 

Q. 439. Explain the flow of air through the triple valve in 
service application position. 

A. By referring tO' Fig. 39, it will be seen that port p on the 
slide valve is in register with port f in the seat; therefore, as the 
graduating valve 25 is unseated, auxiliary reservoir pressure, 
which always surrounds the slide valve, is free tO' pass through 
ports 1 in the slide valve to the graduating valve seat and 
through ports p, p, and f, f, to the brake cylinder at brake cyl- 
inder pipe connection. 

Q. 440. If 5 pounds of pressure is reduced from the train 
pipe, how much will leave the auxiliary reservoir? 

A. Just a little more than 5 pounds. 

Q. 441. Why will just a little more than 5 pounds leave the 
auxiliary? 



101 




Fig. 39. Westinghouse Plain Triple Valve, Service Position. 

A. This is owing to the reservoir pressure expanding into 
the brake cyHnder as long as the graduating valve is open, which 
eventually will cause the auxihary pressure to become a little 
lower than that which remains in the train pipe. Tlie train pipe 
pressure then being the greater of the two causes the triple valve 
piston to move forward sufhciently to seat the graduating valve 
and prevent any further flow of air from the auxiliary reservoir 
to the brake cvlinder. 



LAP POSITION. 



Q. 442. What is lap position of the triple valve? 
A. The position in which the graduating valve is closed, as 
shown in Fig. 40. 



102 



TO AUXILIARY 
RESERVOIR 




Fig. 40. Westinghouse Plain Triple Valve, Lap Position. 

Q. 443. Does the slide valve move after the first reduction 
has been made ? 

A. No ; not until the brakes are fully applied or released. 

Q. 444. What takes place when the second reduction is 
made in the train pipe ? 

A. The triple piston again moves until it reaches the gradu- 
ating stem, by which movement the graduating valve is unseated, 
and allows auxiliary pressure to pass to the brake cylinder in an 
equal amount to that reduced in the train pipe, when the piston 
will move forward and again seat the graduating valve. 

Q. 445. Is it understood that the triple valve piston moves 
with every reduction that is made in the train pipe ? 

A. Yes ; every considerable reduction, and by so doing it 
unseats the graduating valve. 



103 

Q. 446. How much of a reduction will be required to fully 
apply the brake in service? 

A. About 20 pounds if the piston travel is adjusted properly. 

Q. 447. How much pressure will that develop in the brake 
cylinder ? 

A. About 50 pounds. 

Q. 448. How much pressure will remain in the auxiliary 
reservoir in this case? 

A. About 50 pounds, as the auxiliary reservoir and brake 
cylinder pressure always stand equal when brakes are fully 
applied. 

O. 449. How will the triple valve operate if the train pipe 
pressure is reduced more than the amount required to equalize 
the auxiliary and brake cylinder pressures? 

A. The triple valve piston will drive the graduating stem 
down, compressing the graduating stem spring, and traveling 
the full length of its cylinder, vmtil it rests upon the leather 
gasket 29. 

Q. 450. With the triple valve in application position, what 
must be done to cause it to move to release position? 

A. The train pipe pressure must be made greater than the 
auxiliary reservoir pressure. 

Q. 451. How can this be accomplished? 

A. Either by increasing the train pipe pressure until it is 
greater than the auxiliary reservoir pressure, or the auxiliary 
reservoir pressure may be reduced below that which is in the 
train pipe. 

Q. 452. How does the air in the brake cylinder pass through 
the triple valve to the atmosphere, when the triple valve is in 
release position? 

A. By referring again to Fig. 38, Vv^hich shows the triple 
valve in release position, it will be seen that cavity g in the slide 
valve is connecting cylinder port f with exhaust port h, thereby 
permitting the air pressure in the cylinder to pass through port 
f, cavity g, port h and exhaust opening k to the atmosphere. 

EMERGENCY APPLICA TION POSITION. 

Q. 453. What is the fourth position of the triple valve? 

A. The emergency position as shown in Fig. 41. 

Q. 454. What is the object of the emergency position of 
the triple valve ? 

A. To allow the air to pass from the auxiliary reservoir to 
the brake cylinder quickly. 

Q. 455. What must be done to cause the triple valve piston 
to move to the emergency position? 



104 



TO AUXILIARY 
RESERVOIR 




Fig. 41. Westinghouse Plain Triple Valve, Emergency Position. 

A. A sudden reduction of air pressure must be made in the 
train pipe. 

Q. 456. Explain the operation of the triple valve as it moves 
to the emergency position. 

A. The quick reduction made in the train pipe causes the 
auxiliary reservoir pressure to drive the piston down quickly, 
the knob on the triple valve piston to strike graduating stem 26 
with considerable force, driving it down and compressing gradu- 
ating stem spring 27. This movement of the piston has caused 
the slide valve to be moved downward until it entirely uncovers 
port f in the slide valve seat, thereby permitting auxiliary reser- 
voir pressure, which is always present in chamber e, to pass 
directly to the brake cylinder. This brings about a quick equali- 
zation of the auxiliary reservoir and brake cylinder pressures. 



105 

Q. 457. Does the emergency action of this»triple valve give 
any greater braking power in the brake cyhnder than would be 
obtained if a full service application were made ? 

A. No ; the only benefit received from the plain triple valve 
in emergency is that a quicker application of the brake will 
be had. 

Q. 458. Are there any more than the one type of plain 
triple valve? 

A. Yes ; there are several different types in service, but the 
two standard types now furnished are the H-24 and F-46. 

Q. 459. What is the principal difference in these two types 
of valves ? 

A. Only in the sizes of the ports and the various operative 
parts. 

Q. 460. Why must different size ports be used in these 
different valves ? 

A. Because they are used with different size cylinders and 
reservoirs. 

Q. 460J. What are the dimensions of the graduating spring 
used in the plain triple valve ? 

A. Phosphor bronze spring wire, number 14 B. W. G., 83- 
1000 inch in diameter, 12 coils, 2^ inches, free height, 25-64 
inches inside diameter. 



106 



THE WESTIITGHOUSE QUICK ACTION TRIPLE VALVE. 

Q. 461. What does Fig. 42 represent? 

A. A side sectional view of the F-36 quick action triple valve. 

Q. 462. AVith what brake equipments is this style of valve 
used? 

A. With freight car brake cylinders of 6 and 8 inches in 
diameter. 

Q. 463. Is there any other style of triple valve used in 
freight brake equipments? 




TO AUXILIAHY' 
r.LSERVOIR. 



Fig. 42. Westinghouse Quick Action Freight Triple Valve, F-36 Type, 

A. Yes; the H-49 type. 

Q. 464. With what class of brake equipment is the H-4& 
triple valve used? 



107 

A. With the freight car brake cyHnders of 10 inches in diam- 
eter only. • 

Q. 465. In what respects do the triple valves H-49 and F-36 
differ? 

A. Principally in the size of the port openings and size of 
the various parts. 

Q. 466. How can the F-36 triple valve be distinguished 
from the H-49? 

A. The F-86 triple valve has but two bolt holes in the res- 
ervoir flange, while the H-49 has three. The triple valves are 
also marked with their designation plate number on the triple 
valve body. 

Q. 467. Why must the ports and operative parts be larger 
in the H-49 triple valve than the F-36 type of valve. 

A. This in view^ of the larger cylinders with which this valve 
is used, therefore requiring it to handle a greater quantity of air. 

Q. 468. What does Fig. 43 represent? 

A. A passenger car quick action triple valve F-29 type. 

Q. 469. With what sizes of brake cylinders should this triple 
valve be used? 

A. With passenger car and engine brake cylinders of 12 
inches, 14 inches and 16 inches in diameter. 

Q. 470. Is there any other type of passenger car triple valve 
used? 

A. Yes ; the F-27 type. 

Q. 471. With what size brake cylinder should the F-27 
triple valve be used? . 

A. \yith passenger car cylinders of 10 inches and less in 
diarrieter. This valve is also used with passenger engine tender 
brake cylinders 10 inches in diameter. 

Q. 472. In what respects do the F-29 and F-27 triple valves 
differ? 

A. Entirely in the construction, the various ports of the 
F-29 being larger than those in the F-27 type of valve. 

Q. 473. In what respect do the passenger and freight car 
triple valves differ? 

A. With passenger car triple valves, heavier graduating 
stem springs are used and a different style of emergency valve 
piston. There is also a difference in the size of the slide valve 
and various ports throughout the valve. 

Q. 474, Name the different parts of the quick action triple 
valve as shown in Figs. 42 and 43. 

A. Slide valve 3, triple piston 4, piston packing ring 5, slide 
valve spring 6, graduating valve 7, emergency piston 8, emer- 
gency valve 10, check valve spring 12, check valve 15, graduating 
stem 21, and graduating stem spring 22. 



108 




19 



^^^ 



1 PIPE TAP 
TO TRAIN PIPE 



TO AUXILIARY 
RESERVOIR 




Fig. 43. Westinghouse Quick Action Passenger Triple Valve, F-29 Type. 

Q. 475. How many complete sets of operative parts has the 
quick action triple valve? 

A. Two; the service parts and the emergency parts. 

Q. 476. Name the parts of the quick action triple valve that 
operate during service application? 

A. The triple valve piston, the slide valve and graduating 
valve. 

Q. 477. How can the freight car triple valves be distin- 
guished from the passenger car triple valves other than by the 
lettering on the triple valve body? 

A. By the exhaust outlets. All freight car triples have two 
exhaust outlets, while the passenger car valves have but one. 



109 

Q. 478. What are the dimensions of the graduating stem 
springs used in the passenger car triple valves? 

A. With the F-27 and F-29 type of valves, the springs are 
made of wire 8-100 of an inch in diameter, 13^ coils, 2f inches 
free height, and 29-64 inches inside diameter, while with the 
freight triple valves F-36 and H-49, wire of 49-1000 of an inch 
in diameter is used, Ifi coils and 2J inches free height, the inside 
diameter being 29-64 inches. 

Q. 479. Why are heavier graduating springs used on pas- 
senger cars than on freight cars? 

A. Owing to the shorter train pipe of a passenger train the 
triple valve pistons move more quickly and require more resist- 
ence to stop them in service position. 

CHARGING AND RELEASE POSITION. 

Q. 480. What does Fig. 44 represent? 

A. The Westinghouse quick action triple valve in charging 
and release position. 

Q. 481. Explain how the air passes from the train pipe to 
the auxiliary reservoir. 

A. Entering from the train pipe at connection, the air 
passes through strainer 16, and bv following the direction of the 
small arrows it will be seen to pass through passages e, f, g and 
triple valve piston chamber h, thence through feed port i in the 
triple valve bushing, port k in the piston seat, and through slide 
valve chamber m to the auxiliary reservoir. 

Q. 482. What is the time required to charge an auxiHary 
reservoir from zero to 70 pounds? 

A. With triple valve in proper condition and 70 pounds of 
pressure maintained in the train pipe it will require approxi- 
mately IJ minutes. 

Q. 483. What controls the flow of air from the train pipe to 
the auxiliary reservoir? 

A. The feed ports i in the triple valve piston bushing and k 
in the piston seat. 

Q. 484. What is the object in making the feed groove so 
small? 

A. In order to permit of a uniform charging of all auxiliary 
reservoirs in a long train, also to prevent auxiliary reservoir pres- 
sure from passing back into the train pipe during service brake 
application. 

Q. 485. As was described, the F-29 triple valves are used 
in connection with larger reservoirs, the F-27 with smaller. Is 
it possible to charge both reservoirs in the same length of time? 



110 




Fig. 44. Westinghouse Quick Action Triple Valve, Charging and Release Position. 



Ill 

A. Yes; this being due to the feed ports being made in pro- 
portion to the size of the reservoir with which the triple valve is 
to be used. 

Q. 480. What must be done to cause this valve to move to 
application position? 

A. The same as was described for the plain triple valve ; the 
train pipe pressure must be reduced below that which is in the 
auxiliary reservoir. 

SERVICE APPLICATION POSITION. 

Q. 487. Explain the action of this triple valve after a light 
service application is made? (See Fig. 45). 

A. The train pipe pressure being reduced below that in the 
auxiliary reservoir and chamber m, the greater pressure on the 
auxiliary side of the piston causes it to move to the left. By so 
doing, feed port i is closed, cutting off connection between the 
auxiliary reservoir and train pipe, graduating valve 7 unseats and 
slide valve 3 moves until port z in the slide valve is brought in 
register with port r in the slide valve seat, which leads to the 
brake cylinder. 

O. 488. What causes the triple valve piston to stop when it 
reaches this position in which port z in the slide valve and r in 
the seat are in register? 

A. The resistance of the graduating stem and spring with 
which the knob j on the triple valve piston becomes engaged 
when it reaches this position. 

Q. 489. Explain the flow of air through the triple valve in 
service application position? 

A. With the triple valve in service application position, as 
shown in Fig. 45, the auxiliary reservoir pressure, which is 
ahA'ays present around the slide valve, is free to pass through 
ports w in the side of the slide valve by graduating valve 7 which 
is unseated, thence through port z in the slide valve, and r in the 
seat, to the brake cylinder. 

Q. 490. How much air will pass from the auxiliary reser- 
voir during this service application? 

A. Just a trifle more than the amount which was reduced in 
the train pipe. 

Q. 491. With the graduating valve open as shown, why will 
not the auxiliary pressure continue to flow to the brake cylinder? 

A. Because, as the pressure in the auxiliary reservoir ex- 
pands into the brake cylinder, and becomes a trifle lower than 
that which remains in the train pipe, train pipe pressure causes 
the triple piston to move forward sufflciently to seat the graduat- 
ing valve, thereby stopping any further flow of air from the res- 
ervoir to the brake cvlinder. 



112 




Fig. 45. Westinghouse Quick Action Triple Valve, Service Application Position. 



LAP POSITION. 



Q. 492. What is this position of the triple valve called? 

A. Lap position, as shown in Fig. 46. As will be noted by 
the small arrows, the air pressure is no longer flowing through 
any part of the triple valve. 

Q. 493. With the triple valve in lap position, what takes 
place if another light reduction is made in the train pipe? 



113 




Fig. 46, Westinghouse Quick Action Triple Valve, Lap Position. 



A. The triple valve piston will again move back until it 
engages the graduating stem. By so doing, it has unseated the 
graduating valve, which will permit auxiliary reservoir pressure 
to again pass through ports w, z and r to the brake cylinder, in 
an equal amount to that reduced in the train pipe, when the pis- 
ton again seats the graduating valve. 

Q. 494. Does not the slide valve move with every reduction 
made in the train pipe? 



114 

A. No; the slide valve of the triple valve moves only once 
with a brake apphcation. The piston and graduating valve, 
however, move with every reduction. 

Q. 495. What is meant by the term "application of an air 
brake?" 

A. From the timie the brake is first apphed until fully re- 
leased. This might be made with one or more train pipe reduc- 
tions. 

Q. 496. If, during a service brake application, the pressure 
in the train pipe is reduced below that at which the auxiliary 
reservoir and brake cylinders will equalize, how will the triple 
valve operate? 

A. The piston will move to the left until it strikes the body 
■gasket 23, and will remain in this position as long as the auxil- 
iary reservoir pressure is above that in the train pipe. 

Q. 497. Do we get any further braking power by this move- 
ment ? 

A. No; braking power cannot be increased after equaliza- 
tion has once taken place between the auxiliary reservoir and 
l)rake cylinder, no matter how much more air may be reduced 
an the train pipe. 

Q. 498. With the triple valve in application position, what 
must be done to cause the same to move to release position ? 

A. The pressure in the train pipe must be made greater than 
that which is in the auxiliary reservoir. 

Q. 499. How can this be accomplished? 

A. Either by the engineer charging up the train pipe, until 
the pressure exceeds the reservoir pressure, or by the train men 
reducing the auxiliary reservoir pressure below that in the train 
pipe. 

Q. 500. What two things does the triple valve do when it 
moves to release position? 

A. It opens the feed port in order to again allow the auxil- 
iary reservoir to recharge, and opens the exhaust port from the 
brake cylinder to the atmosphere, permitting the brakes to 
release. 

Q. 501. Explain how the air escapes from the brake cylinder 
to the atmosphere when the triple valve is in release position. 

A. By referring to Fig. 44, which illustrates the quick action 
triple valve in release position, it wih be seen that cavity n in 
the slide valve is connecting cylinder port r and exhaust port p 
together, thereby permitting the air to leave the brake cylinder 
and escape through port r, cavity n and exhaust port p, as is 
shown by the direction of the arrows. 



115 

Q. 502. After having made a brake application and reduced 
the auxihary reservoir pressure to 50 pounds, what will be the 
time required to recharge the auxiliary reservoir again to 70 
pounds pressure? 

A. Not less than 35 seconds if the train pipe pressure is 
fully restored to 70 pounds. 

EMERGENCY APPLICATION POSITION. 

Q. 503. With the auxiliary reservoir fully charged, what 
must be done to cause the triple valve to operate in emergency ? 

A. A quick reduction of pressure must be made in the 
train pipe. 

Q. 504. Explain the operation of the triple valve in emer- 
gency. 

A. A sudden reduction of train pipe pressure causes the 
triple piston to move out so quickly that the graduating stem 
spring cannot withstand the impact of knob j on the triple valve 
piston, but yields so that the piston moves to the position as 
shown in Fig. 47. In this position, the removed corner of the 
slide valve (See Fig. 48) uncovers port t in the slide valve seat, 
which admits air from the slide valve chamber to the chamber 
above the emergency piston, which results in forcing the. emer- 
gency piston down and unseats the emergency valve. With the 
emergency valve unseated, air pressure in chamber Y, above the 
check valve, escapes to the brake cylinder, which then permits 
train piep pressure to raise the check valve and also 
pass to the brake cylinder until the train pipe and brake 
cylinder pressures equalize, when the check valve reseats. 
As will be noted by referring to Fig. 47, port s of the slide valve 
and port r in the seat are in direct communication, which will 
therefore allow auxiliary reservoir pressure to pass to the brake 
cylinder until the pressures become equalized. 

Q. 505. At what pressure will the auxiliary reservoirs and 
brake cylinders equalize with an emergency application and 
proper piston travel? 

A. About 60 pounds. 

Q. 506. As it is understood that train pipe and auxiliary res- 
ervoir pressures both pass to the brake cylinder during an emer- 
gency application, what volume of air reaches the cylinder ? 

A. A small amount of auxiliary reservoir pressure is ad- 
mitted to the brake cylinder as the service port is passing over 
the cylinder port, but the air pressure from the train pipe is the 
first to reach the cylinder in any considerable volume. As will 
be noted by referring to port s, that it is restricted in size. This 



116 




Fig. 47. Westinghouse Quick Action Triple Valve, Emergency Application Position. 

is for the purpose of permitting the train pipe pressure to reach 
the cyHnder before any great auxiliary reservoir volume can pass 
to the brake cylinder. 

Q. 507. What advantage is gained by having the triple valve 
piston make a joint with the graduating cap gasket when in 
emergency position? 

A. This is to prevent auxiliary reservoir pressure from leak- 
ing into the train pipe past the triple valve piston packing ring. 



117 



Q. 508. In releasing the brake after an emergency applica- 
tion, is a higher train pipe pressure required than would be nec- 
essary if the brakes were fully applied in service ? 

A. Yes ; to release brakes after an emergency application, 
the train pipe pressure must be raised above 60 pounds ; whereas, 
with a full service application, the brakes can be released with a 
little over 50 pounds train pipe pressure. 




Fig. 48. Arrangement of Ports in Slide Valve and Seat of Quick Action Triple Valve. 

Q. 509. What does Fig. 48 represent? 

A. A view of the port openings in the slide valve and seat of 
a quick action triple valve. 

TRIPLE VALVE DISORDERS; THEIR LOCATION AND REMEDIES. 

Q. 510. What is the most prolific cause of disorders in the 
triple valve? 

A. Dirt or foreign matter getting into the valve, or the 
valve becoming dry. 

Q. 511. What will cause a blow from the exhaust port of 
the plain triple valve ? 

A. A leaky slide valve, or with the old style plain triple 
valve, a leak around the plug cut-out cock. 

Q. 512. What will cause a blow from the exhaust port of 
the quick action triple valve? 

A. A leaky slide valve, a leaky rubber seated emergency 
valve, a leaky check valve case gasket, a leaky triple valve body 
gasket, or a leak in the auxiliary reservoir tube. 

Q. 513. What air pressure is escaping to the atmosphere 
when a blow exists at the triple valve exhaust port ? 

A. Train pipe or reservoir pressure. This depends on what 
particular part of the valve is leaking. 

Q. 514. Name the different parts that would cause an 
auxiliary reservoir leak. 



118 

A. The slide valve, the triple valve body gasket, or the 
auxiliary tube. 

Q. 515. What parts would be defective to cause a train 
pipe leak ? 

A. The emergency valve rubber seat, or- the check valve 
case gasket. 

Q. 516. How can auxiliary reservoir leaks in triple valves 
be distinguished from train pipe leaks ? 

A. By cutting out the brake and watching the action of it. 
If the brake applies and the blow stops, after being cut out, it 
indicates a train pipe leak. If the blow continues and brake does 
not apply it indicates an. auxiliary reservoir leak. 

Q. 517. Will thejeak from the train pipe to the atmosphere 
through the triple valve cause a blow when the brake is applied ? 

A. No ; with the brake applied the exhaust port is closed, 
therefore, any train pipe leaks that might exist in the triple valve 
will result in building up the brake cylinder pressure. 

Q. 518. If the blow at the triple valve exhaust port is due 
to a reservoir leak will this blow continue after the brake is 
applied ? 

A. That depends on what part of the valve is defective. A 
leaky slide valve will usually cause a blow when the triple valve 
is in release or application position, while a leaky body gasket 
or auxiliary tube will only cause a blow when the triple valve is 
in release position. 

Q. 519. What is the effect of the emergency valve or check 
valve case gasket leaking? 

A. It is a waste of train pipe pressure when the brakes are 
not applied. When the brakes are applied it causes the brake 
cylinder pressure to equalize with the train pipe which, with light 
applications and long trains, may result in giving greater braking 
power than is desired. 

Q. 520. What is the effect of an auxiliary reservoir leak ? 

A. It also is a waste of air and tends to release brakes after 
they have been applied. 

Q. 521. Why will a leaky body gasket or auxiliary tube not 
cause a blow from the exhaust port when the triple valve is in 
application position? 

A. In this position, the exhaust port being closed, such air 
as may leak by these parts cannot escape to the atmosphere, 

Q. 522. Does a leaky graduating valve cause a blow from 
the triple valve exhaust port ? 

A. No ; the duty of the graduating valve is only to control 
the flow of air from the auxiliary reservoir to the brake cylinder 
when the triple valve is in application position therefore, if it 



119 

leaks, it will only allow greater pressure to pass from the 
auxiliary reservoir to the brake cylinder than was desired. 

Q. 523. Will a leaky graduating valve cause a brake to 
release? 

A. No ; not in all cases. The action of a brake with a leaky 
graduating valve is somewhat uncertain ; in some cases it will 
cause a brake to release, while in others it will not. 

Q. 524. What might be wrong with a triple valve if a 
buzzing or humming sound is heard within the valve ? 

A. This is due to a leaky emergency valve. 

Q. 525. What is the usual defect if a triple valve becomes 
dry and gummy? 

■ A. It tends to destroy the sensitiveness of the valve and 
causes it to apply in emergency during service brake applica- 
tions. 

Q. 526. Are there any other defects in the triple valve that 
might also produce this undesired quick action ? 

A. Yes ; a broken or weak graduating stem spring or a 
broken graduating valve pin. However, these defects are quite 
uncommon owing to the improvements that have been made in 
the construction of the valve. 

Q. 527. What is the effect if the triple valve piston packing 
ring is not a good fit in its cylinder? 

A. This will allow the train pipe and auxiliary reservoir 
pressures to pass by the piston, and may prevent the brake from 
applying if a light reduction is made on a long train, or if the 
brakes are applied it sometimes prevents the proper release, as 
the train pipe pressure will flo\v by the piston into the auxiliary 
reservoir. 

Q. 528. What is the effect if the triple valve piston does not 
make a good joint against the leather graduating cap gasket 
when the triple valve is in emergency position? 

A. In order for this piston to reach this gasket it is neces- 
sary to have the train pipe pressure below that which is in the 
auxiliary reservoir, therefore, if a good joint is not made 
auxiliary reservoir pressure can leak by the piston into the train 
pipe. 

Q. 529. What would be the effect if the check valve leaked? 

A. With service brake applications :t would have no effect 
whatever, but during emergency applications of the brake, when 
the train pipe pressure is entirely exhausted, it would permit 
cylinder pressure to leak back into the train pipe. 

Q. 530. How can a leaky valve body gasket or an auxiliary 
tube be distinguished from a leaky shde valve ? 



120 

A. By applying the brake. A leaky triple valve body gasket 
or auxiliary tube will not cause a blow when the triple valve is 
in application position, while if the slide valve is leaking it will 
usually blow in either position. 

Q. 531. What would be the effect if the feed groove in the 
triple valves became stopped up with dirt or foreign matter ? 

A. It would not permit the reservoir to be charged in the 
proper length of time. 

Q. 532. What else might cause the reservoir to charge too 
slowly ? 

A. The strainer in the pipe connection of the triple valve 
being stopped up. 

Q. 533. Assuming that the triple valve slide valve was 
found to be leaking, through wear or other cause, how should 
it be repaired ? 

A. The valve and seat should be trued up and any shoulders 
caused by wear removed. They should then be scraped to as 
near a perfect bearing as possible, and then rubbed down with 
either ground glass or float emery. 

Q. 534. How would the four-way cock be repaired if 
defective ? 

A. Very much the same way, only especial care is required 
to prevent getting all the bearing at the small end of the plug. 
The large end of the plug cutting down more rapidly is the cause 
of this. 

Q. 535. Sometimes a plain triple is found that will release 
all right with the light engine or short train, but when the engine 
is coupled to a long train the tender brake refuses to release, 
or "sticks." This will sometimes occur where the proper 
amount of excess pressure is carried, the main reservoir being 
free from water, the proper size auxiliary reservoir luider the 
tender and the piston travel adjusted at seven inches. What 
would be the cause under such circumstances ? 

A. It is evident that for some cause the train pipe pressure 
cannot be increased over the auxiliary reservoir pressure on the 
tender, otherwise the brake would release. Having the proper 
pressure and volume in the main reservoir and the proper piston 
travel, the trouble must lay in the triple valve. The only part of 
the triple that could cause this trouble is the packing ring of the 
triple valve piston being an improper fit. This ring should 
separate train pipe and auxiliary pressures. If it did so, train 
pipe pressure could be increased over the other. If it fit too 
loosely and allowed the air pressure to feed past it, the train 
pipe pressure could not be so increased, and the brake would 
fail to release, or would "stick." 



121 

Q. 536. How could this occur with a long train but not 
with a short one or the light engine ? 

A. Because the greater volume of the long train pipe would 
cause a more gradual increase in the train pipe pressure. With 
the short train or light engine the train pipe pressure would be 
increased above the auxiliary pressure before the air could feed 
past the defective ring. 

Q. 537. In repairing this triple valve, how should the pack- 
ing ring fit the cylinder ? 

A. It should be as near as possible a perfect bearing all the 
way round the cylinder, and when fitted the two ends should 
come as close together as possible and work free. Fitting pack- 
ing rings is particular work, and requires considerable accuracy. 
In the absence of the proper facilities for doing the work as it 
should be done, the valves should be sent to the manufacturer 
for repairs. 

Q. 538. Why is it that the triple valve feed groove cannot 
be increased in size, the object being to charge the auxiliary 
reservoir faster? 

A. Because if it is increased in size the head cars would 
charge too much faster than the rear ones, even with all feed 
grooves of uniform size. Charging more rapidly they would 
also charge higher, and the rear auxiliaries drawing the air from 
the train pipe below the pressure in the head auxiliaries would 
cause the head brakes to apply. 

Q. 539. In case a triple valve is in such condition that the 
brake cannot be applied in either service or emergency with the 
auxiliary reservoir fully charged, what could be the trouble ? 

A. It is possible that a careless workman, in replacing the 
graduating stem, has put it in from above the gasket in the 
lower cap. If this is the case, it would prevent the application 
of the brake. 

O. 540. Suppose an instance is found where it is impossible 
to charge the auxiliary resirvoir with full train pipe pressure, 
w^here would the trouble be located ? 

A. In some of the passages leading to the auxiliary reser- 
voir. These are the feed ports in the piston bushing and the 
one on the back of the piston. If they were clogged with dirt, 
it would cause this trouble. 

Q. 541. When quick action triples are found where there is 
a continuous blow-out of the exhaust port, how cart we some- 
times stop it? 

A. This can often be remedied by jarring the triple valve 
lightly around the emergency valve. Should this not stop the 
blow, applying the brakes in quick action by parting the hose 



122 

and opening the angle cock quickly, then releasing the brakes 
and repeating the operation if necessary, will sometimes stop it. 
This dislodges the dirt and allows the valve to seat properly. 

Q. 542. Should neither of these remedies prove effectual, 
what should be done ? 

A. The brake should be cut out and the reservoir bled, and 
should be repaired or reported. 

Q. 543. How can defective parts of triple valves be located 
without taking the valve down ? 

A. The leaky emergency valve and check valve case gasket 
produce the same result and are reached by taking the same 
parts down. To ascertain if it is either of these parts, charge 
the car up fully and then close the cut-out cock in the branch 
pipe. If either of these parts mentioned are leaking, they reduce 
train pipe pressure, and as soon as the cut-out cock is closed 
the reduction will be sufficiently rapid to apply the brake. If the 
brake applies and the blow stops, the trouble lies in either the 
emergency valve or the check valve case gasket. If the blow 
continues and the brake does not apply, it indicates that these 
parts are all right. The cut-out cock should then be opened and 
the car recharged, after which the brake should be applied 
lightly in service application. If the blow continues after the 
brake is applied, the trouble lies in the slide valve, as it should 
close the exhaust port at this time. If the blow stops when the 
brake is applied, it is reasonably certain to be in the gasket 
between the triple and brake cylinder or auxiliary, as the case 
may be. The bursted tube through the freight auxiliary would 
act this same way, and exceptional cases of leaky slide valves 
have been known where they are tight in the application 
position. 

Q. 544. In replacing the worn out seat of the emergency 
valve with a new one, what material should be used for the new 
seat? 

A. Only soHd rubber. Leather should not be used, as it is 
too hard. The ordinary sheet rubber, composed of alternate 
layers of rubber and canvas, should not be used either, as the 
outside layer of rubber soon wears off, leaving the canvas to 
form a joint, something it will not do satisfactorily. 

Q. 545. In making a service appUcation of the brakes on 
a train the engineer finds that the brakes take hold very viciously 
and at the same time the blow from the train pipe exhaust 
ceases, yet the black pointer continues to fall, presumably due to 
quick action having taken place throughout the train. What 
could cause a quick action appHcation in the service stop position 
as stated? 



123 

A. This is usually caused by a triple valve being very dry or 
gummed up, which prevents the valve from responding to the 
ordinary train pipe reduction and causes same to hesitate until 
a heavy reduction has been made, at which time the piston 
breaks away from release position and jumps to quick action, 
which in doing so reduces the train pipe pressure on this car, 
and this car, going into quick action, causes the rest of the train 
to follow suit, hence the shock and the fall of the black pointer. 
There are, however, two other defects that might be cited in 
this connection that would produce this result, they being a 
broken graduating valve pin, or a weak or broken graduating' 
stem spring ; however, these two last mentioned defects are 
rarely found to exist. 

Q. 546. How would the defective car be located? 

A. With a long train this is somewhat difHcult to do. The 
easiest way would be to close an angle cock in the middle section 
of the train and have the engineer make a service application. 
If the brakes apply in emergency, it would show the defective 
valve to be in the head section, if not, it would indicate the same 
to be on the rear half. The same process could be carried out 
with whatever section the defective valve may be in and con- 
tinue to cut the train up into sections, until the defective valve 
is confined among a very few cars. After the valve has been 
confined to a small number of cars, the engineer should be 
advised to make a light reduction, and after having done so, 
the brakes should be inspected and the piston that has not 
moved usually indicates the defective brake. By making an- 
other light reduction it will generally be noted to jump into quick 
action. 

Q. 547. An engineer, starting with a train of five cars, 
attempts to make a reduction in service position of about five 
pounds. Immediately all brakes apply in quick action. They 
pick up five more cars, making a total of ten cars, and all brakes 
work nicely. The train proceeds to a junction, where the last 
five cars picked up are set out. When the engineer attempts to 
make a service application of five pounds with the original five 
cars, quick action again ensues. What could cause such a 
trouble ? 

A. A broken or very weak graduating spring in one of the 
original five cars. 

Q. 548. Why does it not do the same when more cars are 
coupled up, the defective car being still retained ? 

A. The volume of air in the train pipe is increased by the 
additional number of cars, causing a more gradual reduction of 
pressure. The opening through the brake valve remains con- 



124 

stant at all times, and the reduction is made fast enough to cover 
the leakage grooves on long trains. This reduction would be 
too rapid for short trains were it not for the graduating spring. 
With long trains the graduating valve reduces auxiUary reservoir 
pressure as fast as the brake valve reduces train pipe pressure, 
thus preventing quick action in the service stop position. With 
short trains the graduating port is not large enough to do this, 
and the graduating spring assists in preventing quick action. 
The absence of this spring will cause quick action in the service 
stop position on short trains. 

Q. 549. Why not increase the size of the graduating port 
then and avoid the use of the spring entirely ? 

A. Because it would make the triple valve less sensitive to 
a quick action application. These ports are all proportioned 
one to the other and to the size of the auxiliary reservoir. That 
proportion must be maintained. 

Q. 550. An engineer on a passenger train had occasion to 
use the emergency application, the train being equipped with 
quick action triple valves, and after stopping, when the brake 
valve handle was placed in release position, the brakes at first 
released, but the hands on the gauge kept falling, and in a few 
minutes all brakes were applied again, the handle remaining in 
release position. Upon inspecting the train to ascertain the 
cause, one car was found where there was a terrific blow through 
the exhaust port of the triple all the time while the brake 
remained applied. How would such a trouble be located ? 

A. It is evident that when the handle was placed in release 
position, the train pipe pressure was momentarily strong enough 
to release the brakes on at least a part of the train. Then a 
constant decrease in train pipe pressure caused those brakes 
that were released to apply again. The blow through the 
exhaust port, being the only noticeable defect, must have come 
from the train pipe. The only way that such a case could occur 
would be through the emergency valve remaining open, thus 
permitting the air to pass from the train pipe into the cylinder 
and thence out through the exhaust port. This valve might be 
held open by the emergency piston sticking in the guide in the 
emergency valve seat, when it came down in quick action. The 
emergency valve might also be held open by sticking in the 
emergency check valve. 

Q. 551. How could such a brake be released? 

A. Close the cut-out cock and let all the air out of the 
auxiliary reservoir through the release valve, then cut it in 
quickly. The brake would then work all right in service and 



125 

would set in case of emergency, but it may have to be released 
by the release valve if another emergency application is made. 

Q. 552. Would it be advisable to leave it cut in ? 

A. No ; cut it out and have it repaired. 

Q. 553. What particular points are to be observed in clean- 
ing? 

A. That the packing ring is not tight in the piston, the feed 
groove is open, the rubber seat of the emergency valve is in 
good condition and the stem of that valve straight ; that the 
graduating pin is in place, the graduating spring of the right 
tension, and the packing ring a proper fit in its cylinder. 

Q. 554. Should oil ever be used in the quick action part of 
the triple valve? 

A. No ; only on the slide valve and piston. 



126 

THE WESTINGHOTJSE COMBINED AUTOMATIC AND 
STRAIGHT AIR BRAKE. 

Q. 555. What is the combined automatic and straight air 
brake ? 

A. A device by which either the automatic brake or the 
straight air brake may be operated on the engine and tender, 
at the discretion of the engineer, without the operation of one 
brake being interfered with by the other. 

Q. 556. Is it necessary to prepare one brake, by cut-out 
cocks, movement of brake valve handles, or otherwise, to operate 
either brake ? 

A. No ; the arrangement of the parts are such that the 
engineer may go from one brake to the other brake without any 
preparatory movement. 

Q. 557. Each brake then is independent of the other? 

A. Yes ; although they are combined and attached to the 
same common system, still they are entirely independent of 
each other in their action. 

GENERAL ARRANGEMENT. 

Q. 558. What comprises the combined automatic and 
straight air brake ? 

A. The addition of a straight air brake valve and a few 
simple parts, which permit the use of the straight air on the 
engine and tender, without interfering with the automatic brake 
apparatus, both brakes being cut in at all times. 

Q. 559. The combined automatic and straight air brake 
then is merely the straight air brake apparatus added to the 
automatic brake which is already on the engine and tender ? 

A. Yes ; and while they are combined, yet they are strictly 
separate. 

Q. 560. Please describe the operation of the combined 
automatic and straight air brake. 

A. The general arrangement is shown in Fig. 49. Con- 
nection with the automatic brake is made by the straight air 
brake at three points, viz., to the main reservoir, and to the 
brake cylinder pipes of both driver and tender brakes. 

Q. 561. From where is the straight air supply taken? 

A. From the main reservoir pipe to the automatic brake 
valve, where clean, dry air is insured. 

Q. 562. Trace the course of the air used to operate the 
straight air brake ? 



127 



TRIPLE VALVE 



bbw:e CYLLNDER 



-DOUBLE 
CHECK VALVE 

FbR GAUGE CONNECTION 




1 



AUX. RESERVOIR 



, RUNNING POSITION 
■ FOR TEST GAUGE 



APPLICATION POSITION 
AUTOMATIC TRAW PIPE 

-2-" STRAIGHT AIR 
BRAKE VALVE 



LOCATE COCK NEAR GANGWAY 

TENDER 

SCHEDULE SWB 



)\ note: 

these cocks and their pipes 





MAIN RESERVOIR 



LOCATE COCK NEAR ENGINEER'S SEAT 



FOR LOCOMOTIVES IN HEAVY GRADE SERVICE 
TO BE OPENED ONLY WHEN DESCENDING STEEP GRADES 



ENGINE 

SCHEDULE SWA 



Fig. 49. Diagrammatic view of Combined Automatic and Straight Air Brake. 

A. The pressure is taken from the main reservoir pipe sup- 
plying the automatic brake valve, is passed through a reducing 
valve which is set at 45 pounds, then through the engineer's 
straight air valve to the double seated check valve and to the 
brake cylinders. 

Q. 563. Describe the release of the straight air brake. 

A. When the straight air b rake valve is placed in release 
position, a direct opening is made from the cylinders, through 
the double seated check valve to the straight air brake pipe, 
thence through the engineer's straight air brake valve to the at- 
mosphere. 

Q. 564. Where is the double seated check valve located? 

A. One of these valves is inserted on both the engine and 
tender, in the pipe leading from the triple valve to the brake 
cylinders, so that in brake operation, either automatic or 
straight, the pressure will have to pass through the check valve 
in going to and from the brake cylinders. 

Q. 565. Name the principal parts of the combined auto- 
matic and straight air brake. 

A. Assuming that the automatic parts are already well 
known, the remaining parts, those of the straight air portion, 
are the automatic reducing valve, the engineer's brake valve, 
the double seated check valves, the safety valve and the special 
hose connection. 



128 



Q. 566. Please describe the use of the special hose con- 
nection. 

A. It is a special single hose which connects the straight 
air brake pipe between the engine and tender. It is subject to 
the low pressure only at 45 pounds, and is, therefore, less liable 
to burst. This low pressure insures greater length of life of 
the hose. 

DOUBLE-SEAT CHECK VALVE. 

Q. 567. Please describe the double seated check valve. 

A. The double seated check valve is illustrated in section 
in Fig. 50, which shows the valve in position for operating the 
straight air brake, while Fig. 51 shows the same valve in its 
opposite position for operating the automatic brake. 

Q. 568. Describe the construction of this valve. 

A. It consists of a suitable casing holding the piston, which 
has, at each end, a leather face. These leather faces make an 
air-tight joint. The piston valve is shorter than the distance 
between the two seats b and d, and the bush in which it works 

TO BRAKE CYLINDER 



AUTOMATIC 
AIR 




SAFETY VALVE OR ONE CYLINDER 
WITH DRIVER BRAKE 



-^ig- 5°- Double Seated Check Valve, Straight Air Position. 

has two series of ports, c and cl. With the piston valve against 
seat b, as shown in Fig. 50, ports c afford a free passage for the 
air from the straight air brake valve to the brake cylinder. The 
opening leading to the triple valve, which is now in release 
position, is closed so no straight air leakage can occur. 

Q. 569. With the straight air brake valve in release 
position, where it should be when not in use, assume that an 



129 



automatic brake application is made. Describe the passage of 
the air. 

A. The air from the triple valve, on entering the double 
seated check valve, will force the piston valve to the right, 
against seat d, thus preventing any escape of pressure at the 
straight air brake valve and opening ports cl so the air can flow 
uninterrupted into the brake cylinder. 

Q. 570. Should this double seated check valve be located 
in any particular position ? 



TO BRAKE CYLINDER 




SAFETY VALVE OR ONE CYLINDER 
WITH DRIVER BRAKE 



Fig. 51. Double Seated Check Valve, Automatic Position. 

A. Yes ; in a horizontal position, so this piston valve will 
not be subject to gravity effect, and only be moved by air 
pressure. Then the mere act of making either an automatic or 
straight air application, will cause the piston valve to automati- 
cally move to the proper position. 

REDUCING VALVE AND PIPE BRACKET. 

Q. 571. Describe the location and operation of the reducing 
valve and its pipe bracket. 

A. The reducing valve and its pipe bracket are located in 
the main reservoir pipe, leading to the straight air brake valve. 
The bracket is shown in Fig. 52. The reducing valve is the well 
known sHde valve feed valve attachment to the brake valve, and 
is elsewhere herein explained. The arrows show the course of 
the air through the bracket, which should be erected with care. 



,130 



RESERVOIR 

MR 




TO STRAIGHT AIR 
BRAKE VALVE 



Fig. 52. Reducing Valve Pipe Bracket. 

Q. 572. What is the purpose of the reducing valve? 

A. To reduce the main reservoir pressure used to a safe 
amount. It should be set at 45 pounds, so that no more than 
that pressure can reach the brake cylinders. 

Q. 573. In a straight air application should more than 45 
pounds of pressure get to the brake cylinder, where should we 
look for the trouble ? 

A. In the slide valve reducing valve. 

THE SAFETY VALVE. 

Q. 574. What is the purpose of the safety valve ? 

A. In the event of the reducing valve getting out of order, 
due to dirt or any foreign substance deranging it, and an over 
pressure getting to the brake cylinder, the safety valve, being 
screwed into either the brake cylinder or the brake cylinder 
pipe, will blow off the surplus pressure. 

THE ENGINEER'S BRAKE VALVE 

Q. 575. Please describe the operation of the engineer's 
straight air brake valve. 

A. This valve, referring to Fig. 54, is practically a three- 
way cock in its operation, but is, on account of its special con- 
struction, much superior to the three-way cock. There is no 
friction to it, and opportunity for leakage is reduced to a min- 
imum. The engineer is able to tell by the touch of the valve 
just how much of an opening is made. It is designed to run for 
a long time without repairs. 

Q. 576. How should the straight air brake valve be con- 
nected up ? 

A. Within convenient reach of the engineer, both in run- 
ning ahead and looking back when switching. The letters cast 
on the body indicate respectively the main reservoir, train pipe 
and exhaust connections. 



131 




COMMUNICATION WITH 
BRAKE CYLINDER 



Fig- 53- Safety Valve. 

Q. 577. In what position is the brake valve handle placed 
to apply the brakes ? 

A. That shown in Fig. 54, the application position. In this 
illustration it will be seen that the steel tappet pieces on the 
eccentric part of the shaft strike stem b of the leather seated 
valve, unseating it, compressing spring 10, and making a passage 
way, as indicated by the arrows, for the main reservoir pressure 
to pass to the double seated check valve 'and the brake cylinder. 

Q. 578. Please describe the release of the straight air brake 
valve. 

A. The handle is placed in position shown in Fig. 55, per- 
mitting the main reservoir check valve to close and the exhaust 
valve to open, and the brake cylinder pressure to escape, as 
shown by the arrows, through the exhaust port. 

Q. 579. Describe the brake valve in lap position. 

A. This is shown in Fig. 56, where the steel tappet pieces 
■on the eccentric part of the shaft are free and disengaged from 



182 




/ MR 

FROM MAIN RESERVOIR.AND 
SLIDE VA.LVE FEED VALVE 



TP\ 

TO DOUBLE CHECK VALVE 
AND CYLINDER 



Fig. 54. Application position of Straight Air Brake Valve. 

the leather seated check valves, allowing them to remain on 
their seats, causing no action. 

AIR GAUGE. 

Q. 580. Should an air gauge be used with the combined 
automatic and straight air brake ? 

A. Yes ; it should be connected to the brake cylinder 
pressures so that these pressures may be read in both straight 
air and automatic brake applications. This advises the engineer 
of the exact amount of pressure in the brake cylinder and aids 
him in an intelligent operation of either brake. It also advises 
at all times the condition of the packing leathers in the cylinders, 
and of the condition of the pipes connecting the brake cylinders. 



133 



Q. 581. What is one of the main advantages of the straight 
air brake over the automatic as an engine brake? 

A. At all times air is being passed to the brake cylinders 
regardless of the leakage past the packing leathers and leaky 
joints in the pipes. These leaks would soon destroy the 
effectiveness of the automatic application of the brake, where 
the supply for the cylinders is limited to that amount held in 




EXHAUST 10" 



FROM DOUBLE CHECK 
VALVE AND CYLINDER 



Fig. 55. Release position of Straight Air Brake Valve. 

the auxiliary reservoir. In the straight air brake, however, the 
l^rake cylinders being in direct connection with the main reser- 
voir, positive holding of the driver brake may be relied upon. 



134 

ADVANTAGES OF THE COMBINED BRAKE. 

Q. 582. For what class of service was the combined auto- 
matic and straight air brake originally designed ? 

A. For switching service, where quicker application and 
quicker release were required than the automatic brake would 
give. It also permits of more frequent applications, as no 
recharging of the auxiliary reservoir through the small feed 
groove of the triple valve is necessary. It is also capable of 
finer graduations, both in application and release, than is the 
automatic brake. 

Q. 583. Did not the combined automatic and straight air 
brake grow into other classes of service than switching or yard 
service ? 

A. Yes ; it soon proved its value on heavy engines in long 
train freight service, where the slack of the train running in and 
out caused break-in-twos and shocks to the cars and their lading. 
It also proved its value on mountain grades, where the straight 
air brake can be advantageously used to hold the slack in the 
train, thus assisting the retaining valves in holding the train 
during the time the automatic train brakes are being recharged. 
It also relieves the driver brakes on heavy grades, which might 
loosen the tires on the driving wheels were the automatic brake 
continuously used. 

Q. 584. Is not this brake also adapted to passenger train 
service ? 

A. Yes ; it is valuable in holding the engine while the 
engineer is oiling or while the fireman is underneath cleaning 
his ash pan, etc. It also permits of the last few feet of a stop 
to be made more accurately by the use of the straight air brake 
on the engine and tender, than if the automatic brake were used 
on the entire train, such as creeping up to water tanks, coal 
chutes, short platforms, etc. 

Q. 585. Where should the handle of the straight air brake 
valve be placed when not being used ? 

A. In the release position, so that the back leakage through 
a bad seat in the double check valve can escape. 

Q. 586. If the handle were on lap and such leakage oc- 
curred, what would result ? 

A. Pressure would accurnulate in the straight air brake 
pipe, and when the automatic brake was released, the double 
seated check would be reversed by the leakage remaining in the 
straight air brake pipe before the entire amount of automatic air 
had escaped from the brake cylinder, thus causing the brake to 
stick. 



l;J5 




Fig. 56. Lap position of the Straight Air Brake Valve. 

Q. 587. What are cocks C and D as shown in Fig. 49 ? 

A. These are what are generally known as "mountain 
cocks" and are used in connection with the straight air brake 
on engines in mountain service. 



136 



Q. 588. What is the purpose of these cocks ? 

A. By referring to Fig. 49 it will be seen that the pipe con- 
nections from cocks C and D lead to the automatic side of the 
double check valves, therefore, when these cocks are open, air 
pressure coming from the automatic brake will be free to pass 
to the atmosphere. This allows the engine brake to be con- 
trolled exclusively by the straight air brake, permitting a more 
limited use of the driver and tender brakes in heavy grade 
service, which tends to lessen the heating of the tires and their 
consequent troubles. 

Q. 589. Upon reaching the foot of the grade is it necessary 
to close cocks C and D ? 

A. Yes ; in all cases, in order that the automatic brakes on 
the engine will apply, in case of an application of the automatic 
brakes on the train. 




DOUBLE CHECK 
VALVE AND 
CYLINDER 



Fig. 57- Bottom view of Engineer's Straight Air Brake Valve, showing Pipe 

Connections. 

, Q. 590. Can the automatic brake be applied if a partial 
straight air brake application has been made ? 

A. Yes ; likewise a straight air application may be made 
after a partial service application. 

Q. 591. With the automatic brake fully applied, will the 
application of the straight air brake increase the brake cylinder 
pressure ? 

A. No. 



137 

Q. 592, With the straight air brake appHed, what might 
prevent it from releasing when straight air brake valve is 
placed in release position? 

A. A light application of the automatic brake which has 
reversed the double check valve. 

Q. 593. What might cause the automatic brake to apply 
in this manner ? 

A. With the proper amount of excess pressure and brake 
valve handle in running position, the trouble would be due to a 
leak in the train pipe, and a dirty condition of the feed valve. 

Q. 594. W^hat would cause a blow from the triple valve 
exhaust port when the straight air brake is applied? 

A. A leak past the leather seat of the automatic side of 
the double check valve. 

Q. 595. What will cause a blow at the exhaust port of the 
•straight air brake valve when the automatic brake is applied? 

A. A leak past the leather seat of the straight air side of 
the double seated check valve. 

Q. 596. With the straight air brake fully applied, will the 
application of the automatic brake increase the brake cylinder 
pressure? 

A. Yes ; and to prevent it from becoming too high, the 
safety valve attached to the brake cylinder, adjusted for 53 
pounds, will blow off any surplus pressure. 

Q. 597. In piping up a double check valve what side should 
be connected to the triple valve? 

A. The side upon which the union connection is made. 



138 

THE WESTINGHOITSE HIGH SPEED BRAKE. 

Q. 598. What is the high speed brake ? 

A. A more powerful brake, designed to meet the heavy 
brake work required on high speed passenger trains. 

Q. 599. Does the adoption of the high speed brake require 
any great change in the brake apparatus usually found on a 
locomotive or car? 

A. No ; simply increasing the pressure in the train pipe and 
auxiliary reservoirs and the use of a high speed reducing valve 
connected to the brake cylinders, performs the conversion. 

GENERAL DESCRIPTION. 

Q. 600. What is the standard high speed brake pressure 
carried in the train pipe and auxiliary reservoirs ? 

A. One hundred and ten pounds. 

Q. 601. How much shorter distance will the high speed 
brake stop a train than the old standard 70-pound brake ? 

A. About 30 per cent., in emergency stops. 

Q. 602. Is it understood that this brake is primarily an 
emergency brake ? 

A. Yes ; but it also greatly improves the service brake work. 

Q. 603. What advantage is this brake in making service 
stops? 

A. It enables two or three full service applications to be 
made without recharging the train pipe and auxiliary reservoirs, 
and still have sufficient pressure in the auxiliary reservoirs for 
an emergency application if it is desired. 

Q. 604. What per cent, of brake power is used on passenger 
equipment cars? 

A. Ninety per cent., figured from a cylinder pressure of 60 
pounds. 

Q. 605. But does not the use of 110 pounds auxiliary reser- 
voir pressure give more than 60 pounds cylinder pressure ? 

A. Yes ; if applied in emergency, but not during ordinary 
service applications. 

Q. 606. What pressure will an emergency application de- 
velop in the brake cylinders ? 

A. About 88 pounds, if the piston travel is adjusted prop- 
erly. 

Q. 607. Why will the cylinder pressure not exceed 60' 
pounds during a service application, if a heavy train pipe re- 
duction is made? 

A. The high speed reducing valves attached to each brake 
cylinder are. so designed that they will vent brake cylinder 
pressure to the atmosphere if it exceeds 60 pounds. 




PLATE C. DIAGRAMMATK rLl,U.STRATION" OF Mil-: WESTINCIlOLSr: HUiH SPKED BR, 



139 

(J. iJOfS. If the l^rakcs arc ai)plic(l in emergency, wliicli re- 
sults in giving about 88 i)ounrls.cylinrler ]>ressure, will this high 
pressure remain in the brake cylinder until the train is stopi)ed? 

A. No; the principle oi the brake is to give a high cylinder 
pressure when the speed is high, and to gradually reduce the 
pressure as the speed reduces. 

Q. 008^. Then the braking pr^wer is greatest at the begin- 
ning of the application, or when the speed of the train is high, 
anrl lowest when the s])eed is lowest? 

A. Yes; the braking force is variable, being greatest when 
the train speerl is highest, and, reducing gradually, is least when 
the train speed is lowest. 

Q. 000. We know that to slide a wheel at high speed is 
next U) impossible. Was it with this knowledge in view that 
the high speed brake was designed ? 

A. Yes; advantage is taken of this fact to apply the l)rakes 
with extraordinary force when the speed is high and the wheels 
are rapidly revolving, and to have the braking force decrease as 
the train speed decreases, ending with a still powerful, yet safe 
braking force as the train comes to a standstill. Thus the varia- 
ble braking force is practically fitted to llie variable speed. 
VARIABLE PRESSURE AND FRICTION. 

(J. 010. Why is a variable cylitider pressure flesired wlicn 
stopping a train? 

A. liecause the friction between the brake shoes and wheels 
varies with the speed, it being low at high speed and high at 
low speed. 

Q. Oil. Ifave any tests been made to j^rove ihal surh is 
the case? 

A. Yes; the Westinghouse-Cjalton tests, made in hjiglind 
in 1878, were the first along this line, but of later years many 
tests have been made, all of which proved that the faster the 
wheel revolved against the brake shr>e the less the friction 
between the two, but as the speed of the wheel decreased, the 
friction increased. 

(J. 012. Jn stopjjing a wheel from revolving, what two 
forces are acting against the wheel in oppr^site directions ? 

A. The adhesion or friction between the wheel and the 
rail, acts upon the wlieel in one direction, tending to keep it 
revolving, while the friction between the brake shoe and the 
wheel is acting in the opposite direction, tending to stop it from 
revolving. 

Q. Ol.'i. As has been describerl, the brake shoe friction 
varies with the speed. ].)oes not the rail friction, or adhesion, 
also vary with the speed? 



140 

A. No ; tests which have been made to determine tliis prove 
that it is constant, regardless of the speed. 

Q. 614. Can you give an explanation as to why a variation 
in the speed of a wheel gives a variation in the friction? 

A. By a close examination of the tread of a wheel and the 
face of a brake shoe they will both be found to be quite rough, 
containing what we might call "little hills and hollows." When 
the brake is applied, and the shoe drawn against the wheel, if 
the speed is high, the two surfaces pass each other so quickly 
that the rough surfaces do not have time to imbed or interlock; 
however, as the speed decreases, the rough surfaces have a 
better chance to get together and interlock, with the result that 
a greater tearing action would be set up and which of course 
would result in greater friction. A more clear understanding 
of this principle might be had by referring to the action of two 
fine files if placed together and moved in opposite directions it 
will be found that, if they are moved over each other quickly, 
little friction will be had ; yet to move them slowly, it will be 
found that gi eater friction would be set up owing to the teeth 
interlocking, which is practically a similar condition as exists 
between a car wheel and brake shoe. 

Q. 615. That feature of the high speed brake is then so 
regulated that the wheels will not slide either at high speeds, 
when the variable braking power is at its maximum, or at low 
speeds, when it is at its minimum ? 

A. That is the principle on which the high speed brake 
operates, and is one of its strong characteristics. 

Q. 616. A device which will accomplish these very desirable 
and advantageous results, and bring to rest a swiftly-running 
train in 30 per cent, shorter distance than the well-known form 
of quick action brake, must necessarily be quite intricate and 
complicated. 

A. On the contrary, the device is very plain and simple. It 
consists of the familiar Westinghouse quick action automatic 
brake, with an automatic reducing valve and increased train Hne 
pressure. 

THE AUTOMATIC REDUCING VALVE. 

Q. 617. What is the purpose of the automatic reducing 
valve as illustrated in Fig. 58? 

A. To so manipulate the brake cylinder pressure that a 
variable braking power may be had during the period of a train 
stop. 

Q. 618. How is this variable pressure regulated? 

A. The automatic reducing valve is so constructed that 
when the maximum pressure is held in the brake cyHnder, the 



141 



pressure is slowly vented to the atmosphere, gradually reducing 
that pressure faster and faster, until the minimum pressure is 
reached, at which time the venting is much more rapid than at 
the beginning. Thus, higher brake cylinder pressure is had at 
the beginning of the period of the stop when the train is swiftly 
moving, and lower toward the finish of the stop as the train; 
draws to a final stop. 



2D 

EXHAUST *•" 




i PIPETAP'^C^TO BRAKE CYLINDCa 



Fig. 58. Westinghouse Automatic High Speed Reducing Valve. 



142 



Q. 619. What parts compose the automatic high speed 
reducing valve ? 

A. A piston 4, the top of which is always exposed to any 
pressure in the brake cylinder, regulating spring 11, under the 
piston, which is adjusted by regulating nut 12 ; a slide valve 8, 
which separates the brake cylinder pressure from the atmosphere 
through the automatic reducing valve. 

Q. 620. Explain the action of the automatic reducing valve. 

A. As brake cylinder pressure is always on top of the 
piston, there is a tendency for the piston to descend, equal to the 
pressure exerted thereon. On the under side of the piston is 
the regulating spring 11, adjusted by regulating nut 12, which 
has an upward pressure of 60 pounds, the standard adjustment 
pressure. 

Q. 621. Brake cylinder pressure then has a tendency to 
force the piston downward against the resistance of the regu- 
lating spring? 

A. Yes ; and when the brake cylinder pressure on the top 
side of piston is greater than the resistance of regulating spring, 
the piston will descend, carrying with it the slide valve. 

Q. 622. In an emergency application of the brake, how does 
the automatic reducing valve operate ? 

A. The considerable preponderance of pressure on the 
tipper face of the piston overcomes the tension 'of the spring, 
forces the piston to its lowermost limit and draws the slide 
valve along with it, making a communication between the brake 




^ig* 59- Slide Valve in Emergency Application Position. 

cylinder and the atmosphere through the apex of the triangular 
shaped port b as shown in Fig 59. 



143 

Q. 623. Brake cylinder pressure would then reduce very 
■slowly from such a small opening? 

A. Yes ; but as the pressure reduces from the brake cylinder 
and on the upper face of the piston, the compressed graduating 
spring gradually forces the piston upward, thereby making a 
l^reater area of opening of the triangular port b, through port a 




Fig. 60. Slide Valve in closed position. 

as shown in Fig. 61. Finally, the reduction of brake cylinder 
pressure permits the triangular port to completely close, as 
shown in Fig. 60, thus holding the remaining pressure in the 
brake cylinder. 

Q. 624. How does the automatic reducing valve operate 
in service application of the brake? 

A. As the auxiliary reservoir air is sent by the triple valve 
to the brake cylinder and to the upper side of piston, no effect 
is had on the reducing valve until such time as the brake cylinder 



^TO BRAKE 




Fig. 6r. Slide Valve in full service application position. 



144 

pressure reaches a higher point than the adjustment of the regu- 
lating spring, then the piston slowly descends until the base of 
the triangular port b is opposite the exhaust port a, and brake 
cylinder pressure is quickly vented to the atmosphere. 

Q. 625. What is the advantage of such an operation after 
service application of the brake ? 

A. It prevents an over-accumulation of brake cylinder 
pressure, which might result in the sliding of wheels. 

O. 626. Is the use of the high speed brake confined exclu- 
sively to through fast express trains ? 

A. No ; it has now come into general use on local as well 
as through trains, and is being made the standard for all pas- 
senger equipment trains on the leading railway lines. 

Q. 627. Plate C shows a general arrangement of the 
high speed brake equipment on a locomotive, in which it will be 
noted there are a duplex pump governor and two feed valves. 
What are these for? 

A. They are to permit of changing the pressures readily 
from high speed to the standard pressure without the necessity 
of readjusting the pump governor and feed valve. 

Q. 628. How is this accomplished? 

A. Turning the handle of the reversing cock to the left cuts 
in the 70-pound feed valve ; turning the handle to the right cuts 
in the 110-pound feed valve. The small J-inch cock in the 
governor pipe must also be opened or closed to change the pump 
governor control. 

Q. 629. What pressures are the pump governor heads 
adjusted for? 

A. The low pressure head should be set at 90 pounds, and 
the high pressure head at 130 pounds, slight modifications are 
sometimes made in connection with this pressure to suit the 
local conditions. 

Q. 630. Is there any other way of coupling up the pump 
governor heads other than as shown in the cut? 

A. Yes ; the low pressure head is sometimes coupled to the 
reversing cock, such as it is with ''Schedule U." 

O. 631. In handling the high speed brake, should it be 
operated in a similar manner as the old standard 70-pound 
brake? 

A. Yes ; the rules covering the handling of the 70-pound 
brake on passenger trains apply to the high speed brake, they 
being heavy initial reductions and the two application stop. 

O. 632. What style of triple valve is used on tenders with 
the high speed brake? 

A. Quick action triple valve. 



145 

Q. 633. When the engine is equipped with a truck brake, is 
a separate reducing valve used with the truck brake cylinder? 

A. No ; by referring to plate C, it will be seen that the 
apparatus is so arranged that one reducing valve takes care of 
the driver and truck brake cylinders. 

Q. 634. In making an application of the brakes when the 
high speed pressure is used, will a 20-pound reduction give any 
more braking power than if the same reduction were made with 
the 70-pound pressure ? 

A. No ; it appears, however, to give a little more, but this 
is due to the air entering the cylinder a little quicker. 

Q. 635. If when making a brake test a 20-pound reduction 
is made, one of the reducers commences to blow, what would 
this indicate? 

A. It is either not adjusted properly, or else the car has 
very short piston travel, the latter being the usual trouble. 

Q. 636. What would be the per cent, of braking power on a 
car if an emergency application is made and 88 pounds cylinder 
pressure is had? 

A. If the car is braked on a basis of 90 per cent., with 60 
pounds cylinder, 88 pounds of cylinder pressure would give 
about 130 per cent, of braking power to the weight of the car 
braked. 

Q. 637. Is it necessary to strengthen the foundation brake 
^ear, such as the rods, levers, beams, etc., in order to have it 
stand the greater strain ? 

A. Not if the car is equipped with the standard foundation 
brake gear as recommended by the Master Car Builders' Asso- 
ciation. 

Q. 638. Have the results obtained with the high speed brake 
come up to expectations? 

A. Yes, doubly so ; as it has not only made high speeds 
safe, but has made a great record in the reduction of slide flat 
wheels. 

Q. 639. How can it be claimed that this very powerful 
brake is responsible for a reduction in the number of slide flat 
wheels? 

A. As has been described, we only have the very high 
power when the speed is high, at which time it is practically 
impossible to slide a wheel, and as the speed reduces to the point 
where wheels are liable to slide, the power has also been reduced. 
Again, it is a well known fact that little trouble is had with flat 
wheels if the brake work required is distributed uniformly 
through the train ; that is, if each vehicle is doing its share of 
the work. With the high speed reducing valve connected to 



146 

the brake cylinder, it equalizes the pressure in each regardless of 
piston travel, if a heavy brake application is made. 

Q. 640. How can the high speed reducing valves equalize 
the cylinder pressure as described? 

A. Each brake cylinder has its own reducing valve, which 
is adjusted to blow to 60 pounds. Now suppose we have several 
cars in the train with 6 inches piston travel, while on other cars 
we have about 9 or 10 inches. If the engineer makes a heavy 
service reduction of about 25 pounds all cylinders will have 60 
pounds or more pressure, those with over 60 pounds will be 
immediately reduced to 60, owing to the high speed valves blow- 
ing the air to the atmosphere, therefore, bringing about an equali- 
zation of 60 pounds in each cylinder on the train. 

Q. 641. Suppose a car not fitted with the automatic re- 
ducing valve was placed in a high speed train. Would not the 
wheels under this car be liable to slide and flatten ? 

A. No ; when the cars not equipped with the reducing valves 
are temporarily used on a high speed braked train the small 
safety valve (plate C) is screwed into the oil plug hole of the 
brake cylinder. 

Q. 642. In handling a light engine, should the high speed 
brake pressure be used? 

A. No ; the reversing cock handle should be turned to the 
left and the 70-pound pressure used. 

Q. 643. Why are the recent reducing valves supplied with 
a long, straight cap nut on its lower end instead of the usual 
round cap form? 

A. It was found *that in cold weather water would drip to 
the lower extremity of the cap, hang there in drops and finally 
freeze, thus stopping up the small port in the cap nut. The 
straight sided cap nut prevents freezing of the hole in the cap. 

Q. 644. Why is this hole placed in the cap nut? 

A. To permit any leakage of brake cylinder pressure past 
the piston into the spring case to escape. 

Q. 645. What harm would the accumulation of such leak- 
age amount to if permitted to accumulate in the spring case? 

A. It would add its pressure to that of the regulating 
spring, thereby tending to force the piston Upward, thereby 
closing ports b and a too early and holding too high a pressure 
in the brake cylinder. 

Q. 646. It is important then that the hole in the cap should 
be kept open? 

A. Yes ; sometimes this becomes stopped up, either care- 
lessly or purposely, and the valve is given the erratic action 
above described. Care should be taken that the corks supplied 



• 147 • 

by the manufacturer and placed in this hole to keep out dirt 
during the shipment of the valve are removed. 

Q. 647. In high speed brake service is it necessary that 
greater care should be given the triple valve and other parts? 

A. Yes ; the greater pressure on the back of the slide valve 
of the triple valve in high speed brake service tends to squeeze 
out the lubrication from between the face and seat of the slide 
valve, thus rendering those parts dry, and creating greater 
friction, which prevents as smooth an operation of the slide valve 
on its seat as would the 70-pound brake. Sometimes more fre- 
quent lubricating is necessary on this account. 

Q. 648. What other difhculties are encountered in the tripk 
valve in high speed brake service ? 

A. That resulting from moisture in the air reaching the 
triple valve, which assists in washing off the lubricant, and 
creating a film of ice in cold weather between the slide valve and 
its seat, thus creating undue friction of the parts which create 
a tendency for the triple valve to give undesired quick -action. 

Q. 649. Are there any other points to be watched in high 
speed brake service with respect to undesired quick action? 

A. Yes ; the equalizing piston of the brake valve should be 
kept in good condition to operate smoothly, else undesired quick 
action may be caused. 

Q. 650. What attention should be given the high speed 
reducing valves ? 

A. On engines and tenders they should be cleaned and oiled 
every six months, on cars once a year. 

Q. 651. What kind of oil should be used in lubricating the 
reducing valves ? 

A. The same as is used in the triple valves ; a high grade 
mineral oil. 

Q. 652. In cleaning the reducing valve is it necessary to 
relieve the tension on the adjusting spring? 

A. No ; the lower case can be removed and replaced without 
changing the adjustment mechanism. 



148 



WESTINGHOUSE DUPLEX MAIN RESEEVOIR CONTROL 

Q. 653. What does Fig. 62 represent? 

A. The general arrangement of the Westinghouse duplex 
main reservoir control. 

Q. 654. In what respect does this main reservoir control 
arrangement differ from what is usually found on a locomotive ? 

A. In the use of a duplex pump governor, in which one head 
is adjusted for a low pressure and one for a high pressure as" 
shown, and connected to different parts of the brake valve. 




ro eo/i.£fi -^ 




Me''S£'/fvo/^. 



(XX 



Fig. 62. Westinghouse Duplex Main Reservoir Control. 

Q. 655. What is the object of this arrangement? 

A. To permit of accumulating a high main reservoir 
pressure with which to release the brakes and recharge the 
auxiliary reservoirs and only requiring the pump to operate 
against this high pressure for the short time the brakes are held 
applied. 

Q. 656. What pressures are the governor heads usually 
adjusted for? 

A. The low pressure head for 85 pounds, the high pressure 
head for 110 pounds. 

Q. 657. By what means is the pump control transferred 
from one head to the other? 

A. By the movement of the brake valve handle. 

Q. 658. In what positions of the brake valve does the low 
])ressure head control the pump ? 

A. In running position, or full release. 



149 

O. 659. Explain how the pump governor heads are coupled 
up in this arrangement. 

A. By referring to Fig. 62, which is a diagrammatic view of 
the arrangement of piping, it will be seen that the high pressure 
head is coupled to the usual main reservoir connection of the 
brake valve, while the low pressure head is connected to port A 
in the brake valve, which leads to the running position port. 

Q. 660. Explain how the control of the pump can be trans- 
ferred from one head to the other. 

A. As the low pressure head is coupled to the running 
position port f of the brake valve, it is, therefore, subject to 
main reservoir pressure when the brake valve is in running or 
release position, which allows the air pressure to pass to the 
low pressure head, causing the pump to stop when the main 
reservoir pressure is equal to the adjustment of this head. 
However, in placing the brake valve in lap, service or emer- 
gency positions, the main reservoir pressure, being cut off from 
the feed valve, is also cut of? from the low pressure governor 
head, which permits the pump to run until the pressure in the 
main reservoir is equal to the adjustment of the high pressure 
head, which will then stop the pump. 

Q. 661. In the description of the brake valve it was stated 
that the running position port f was closed in release position, 
.therefore, how can the air pressure reach the low pressure 
governor head to cause it to stop the pump ? 

A. While it is true the running position port f is closed in 
release position, air pressure reaches the low pressure governor 
head by passing back from the train pipe through the feed valve 
attachment. 

Q. 662. Will the pipe connection and port A be found in 
-all brake valves ? 

A. No ; however, all brake valves supplied recently have 
this connection, but it can be readily placed in any of the 
•standard form of valves. 

Q. 663. With this duplex governor arrangement is it neces- 
•sary to have one of the governor vent ports plugged ? 

A. Yes ; one of these ports must be closed in all cases where 
Ihe duplex pump governor is used. 



150 

WESTINGHOUSE HIGH PRESSURE CONTROL SYSTEaf, ' 

''SCHEDULE U." 

Q. 664. What is the "Schedule U" or "High Pressure Con- 
trol System ?" 

A. It consists of a duplex device designed to meet the needs 
of special air brake service, where the pressures ordinarily 
employed may be quickly changed to higher pressures to meet 
more difficult conditions, such as controlling trains made up of 
heavily loaded cars. 

Q. 665. For what class of service is this device particularly 
designed? 

A. For coal, iron and other mineral carrying roads in moun- 
tainous districts, where loads are carried down hill and empties 
hauled up. Thus it will be seen that the usual pressure may be 
employed on the light train up the grade where little braking 
power is demanded or needed, and by merely reversing a cock 
the apparatus may be changed to give a predetermined higher 
pressure w^ith w^hich to operate the loaded train down the grade. 

Q. 666. Then the apparatus may be quickly changed to 
meet the needs of a loaded or empty train. Could not this de- 
vice be advantageously used in ordinary service where a portion 
of the road is mountainous and a part level ? 

A. Yes ; it is rapidly being adapted to that service and 
others where circumstances require it. 

Q. 667. Of what does the Schedule U or High Pressure 
Control device consist? 

A. By referring to the sketch plate D, it will be seen that 
it is simply a modification of the usual equipment used on an 
engine with the addition of a duplex pump governor, two feed 
valves, reversing cock and bracket, and safety valves connected 
to a driver and tender brake cylinders. 

Q. 668. Describe the operation of the apparatus. 

A. The two pump governor heads are adjusted for 90 and 
110 pounds respectively. Likewise, the two feed valve attach- 
ments are set for 70 and 90 pounds. To operate the low or 
ordinary pressure feature, the handle of the reversing cock is 
turned to the left, as shown in the diagram. This cuts out the 
110-pound governor and 90-pound feed valve, and renders oper- 
ative the 90-pound governor and the 70-pound feed valve. Thus 
the high pressure control parts are cut out and the low pressure 
cut in. By reversing the position of the reversing cock handle, 
the low pressure parts are cut out and the high pressure parts 
cut in. 

Q. 669. How are the two feed valves arranged so that they 
can both be connected to the brake valve? 




Sngine. 

I'l.ATK D, DIACUAMMATIC Vil'W i iF HIE WlvSTINGHOUSK IllCII PUKSSUUE CONTROL SVSTKM, "SCMIiDUl.E I 



can both be connected to the brake val- 



151 

A. They are attached to the reversing cock, which in turn 
is connected to the brake valve by pipes and special pipe bracket 
as shown in plate D. However, only one valve has any con- 
nection with the brake valve at one time, this depending upon 
the position of the reversing cock handle. 

Q. 670. Does turning the reversing cock handle change the 
pump governor control as well as the feed valve ? 

A. Yes ; this is arranged by having the low pressure head 
of the governor attached to the low pressure side of the reversing 
cock, as is shown- in plate D. 

Q. 671. As will be noted in referring to plate D, the 
high pressure governor head is connected to the main reservoir 
connection on the brake valve, while the low governor head is 
connected to the low pressure side of the reversing cock. Is 
any benefit received from this arrangement other than the sim- 
plicity of cutting in and cutting out the apparatus ? 

A. Yes ; by having the low pressure head connected to the 
reversing cock as shown, it is ahvays subject to main reservoir 
pressure when the 70-pound feed valve is cut in and the brake 
valve in running position, therefore letting the pump work 
against a low main reservoir pressure ; however, with the brake 
valve placed on lap position, such as it is after an application, 
the main reservoir pressure being cut of¥ from the feed valve, 
also means that the low pressure governor head will be cut out 
and allow the pump to run until stopped by the high pressure 
governor head, thus giving the benefit of a high main reservoir 
pressure with w^hich to release the brakes and recharge the 
auxiliary reservoirs without it being necessary for the pump to 
operate against this high pressure except during the time the 
brakes are applied. 

Q. 672. When making the application of the brakes when 
the 90 pounds train pipe pressure is used, how much of a re- 
duction should be made to fully equalize the power wdth standard 
8-inch piston travel? 

A. About 27 pounds. 

Q. 673. Does a 5, 10 or lo-pound service application with 
the 90-pound train pipe pressure develop any greater braking 
power than it would if only 70-pound train pipe pressure is used? 

A. No ; the brake power will be about the same and no gain 
had unless the train pipe reductions are continued beyond what 
would be necessary to fully equalize the 70-pound train pipe 
pressure. 

Q. 674. Would not the high pressure permitted by the 110- 
pound governor and 90-pound feed valve tend to loosen driving 
wheel tires by excessive heating and slide wheels under a tender 
partly relieved of its coal and water ? 



152 

A. No ; as safety valves are supplied for the driver and 
tender brakes to limit the pressures there to 50 pounds. On very 
long and heavy grades, it is generally desirable to cut out the 
driver brakes and use the water brake on the engine to assist the 
tender and train brakes. 

Q. 675. If the reversing cock should leak, what would 
happen ? 

A. A leakage or mingling of pressures would follow and 
interfere with the proper operation of the device. This part 
should be looked after with the same care given the other parts 
in ordinary service. 

Q. 676. Does the use of "Schedule U," or high pressure 
control apparatus require any change to be made in the car 
brake equipment? 

A. No ; the standard car brake apparatus is used and 
operated in the usual manner. 

Q. 677. If all cars in the train were loaded except two or 
three, would it be safe to use the high pressure ? 

A. No ; as the wheels on the light cars may slide. It, how- 
ever, might be advantageous to cut out the brakes on these few 
cars and use the high pressure on the others. 



153 



THE PRESSUEE RETAINING VALVE 

Q. 678. What is the purpose of the pressure retaining 
valve ? 

A. Its purpose primarily is to retain a limited, predeter- 
mined amount of pressure in the brake cylinders of the train, 
in heavy grade service, thereby holding the speed of the train 
in check during the time the auxiliary reservoirs are being 
charged. 

Q. 679. Does it not also perform other useful duties ? 

A. Yes ; it permits of a much safer handling of the train, 
the maintenance of a more uniform rate of speed down heavy 
grades, and causes a great saving in air pressure, which means 
less labor for the air pump. It also gives an increased cylinder 
pressure and higher braking power, with a lower consumption of 
air pressure. Likewise, it permits of a greater reserve in stop- 
ping power for emergencies. 

STANDARD 15 -POUND RETAINING VALVE. 




^ PIPE TAP 



Fig. 63. 



Standard Pressure Retaining Valve for 6-inch, 8-inch and lo-inch 

Cylinder. 



Q. 680. Please describe the construction and operation of 
the pressure retaining valve. 

A. Fig. 63 shows the standard form of retaining valve used 
on 6-inch, 8-inch and 10-inch cylinders. It consists of a 
weighted valve 4, enclosed in a casing 3, and seating in a passage 
way as shown. This valve is screwed on the opposite end of 
a pipe coupled to the exhaust port of the triple valve. 



154 

Q. 681. Describe its operation when the handle is turned 
down, pointing to the ground. 

A. When the handle-is pointing downward, pressure escapes 
from the brake cylinder, through the triple valve, passes through 
the retaining valve pipe to the retaining valve, where it escapes 
freely to the atmosphere through the plug cock 6. In this 
position the valve is non-operative and performs no useful work. 

Q. 682. When the handle of the retaining valve is turned, 
horizontal, how does it operate ? 

A. When the handle is turned up, pointing in a horizontal 
line, the direct outlet from the retaining valve pipe is closed, and 
a passage way is made through the cock to the under side of 
the weighted valve 4 on its seat. All pressure over 15 pounds 
will hold the valve lifted from its seat and escape through a 
small port from the cage enclosing the weighted valve. The 
weighted valve is so proportioned that it will seat when only 15 
pounds pressure is exerted upon it. Thus the last 15 pounds are 
retained in the brake cylinder, which is sufficient to steady the 
train while the brakes are being recharged. 

Q. 683. The retaining valve then merely performs the useful 
service of holding 15 pounds in the brake cylinder ? 

A. Not only this, but the passage way out of the casing to- 
the atmosphere is so small that considerable time is consumed 
in discharging the entire brake cylinder through the small port. 
This renders the release of the brake much slower, and exerts 
a retarding effect which also gives more time for the auxiliary 
reservoir to recharge. 

Q. 684. Is this small escape port in the cap, or cage, the 
same size for all retaining valves ? 

A. No ; it is 1-16 inch for retaining valves used on 6, 8 and 
10-inch cylinders, and ^ inch for 12, 14 and 16-inch cylinders. 
These port sizes give a restriction, which requires about 30 to 
60 seconds for the full cylinder pressure to escape down to the 
amount limited by the weighted valve. 

VESTIBULE TYPE OF RETAINING VALVE. 

' Q. 685. What form of valve is that shown in Fig. 64? 
A. The vestibule type, which is used where the valve is 
located outside, to do away with the noise of the release, and is 
operative both inside and outside of the vestibule, with the 
extension handle. 

3 -POSIT ION, 25 -POUNDS AND 50- POUNDS TYPE OF RETAINING VALVE. 

Q. 686. What type of valve is illustrated in Figs. 65, 66' 
and 67? 



155 




J3 






^^^^^^^^^^ 



s-^' 



Fig. 64. Wide Vestibule Retaining Valve. 




s PIPE TAP 



Fig. 65. Three- Position Retaining Valve for Heavy Freight Cars. 



156 



A. This is a three-position valve, used on very heavy cars. 

Q. 687. Describe its construction. 

A. It has two separate weighted valves, one of the ordinary 
form, the other being of an inverted cup shape, resting upon the 
top of the ordinary weight. 

Q. 687J. How does this valve operate? 

A. When the handle points downward, the valve is inoper- 
ative, and brake cylinder pressure escapes freely to the atmos- 
phere through the large release port of the valve. 

Q. 688. When the handle is turned half way up, at an angle 
of 45 degrees, how does the valve operate ? 




Fig. 66. Three- Position Retaining Valve for Heavy Freight Cars. 

A. The large release port is cut off, and both weights, 4 and 
10, now resist the escape of brake cylinder pressure through the 
retaining valve, and as their combined weights have a resistance 
equal to 50 pounds of pressure, that amount is retained in the 
brake cylinder. 

Q. 689. Why is it necessary to retain such a high pressure ? 

A. Experience has proved it desirable, on high capacity, 
steel cars, to hold this amount continuously in the brake cylin- 
ders in heavy grade service, on account of the low percentage 
of braking power on these cars when loaded. 

Q. 690. When the handle is turned up to horizontal 
position, how does the valve operate ? 



157 



A. The heel, or projection, on the handle strikes the pin 9, 
which, in being forced upward against the inverted cup weight 
10, lifts that weight from the top of weight 4, thus permitting 
the latter weight to perform its usual function of retaining 25 
pounds in the brake cylinder. 

RETAINING VALVE DISORDERS. 

Q. 691. Is the retaining valve of any decided advantage in 
driver brake operation ? 

A. It would be were it not for the fact that driver brake 
packings generally leak badly, and the numerous connections 
in the brake cylinder pipe frequently become loose and cause 




Fig. 67. Three- Position Retaining Valve for Heavy Freight Cars. 

leakage. With these avenues of escape for pressure, the retain- 
ing valve is unable to perform its intended function. The driver 
brake retaining valve has almost entirely given way to the com- 
bined automatic and straight air brake which overcomes this 
leakage difficulty. 

Q. 692. If there is a steady leakage of pressure at the 
retaining valve exhaust while brakes are released, should the 
trouble be looked for in the retaining valve ? 

A. No ; the trouble will generally be found in the rubber 
seated emergency valve in the triple. 

Q. 693. If the retaining valve handle has been turned up in 
operative position, brakes then released, and after a few moments 



158 

the handle is turned down and no air escapes, is the fault in the 
retaining valve ? 

A. No ; it is either in a leaky joint or connection in the pipe, 
or in the brake cylinder packing. 

Q. 694. Should air refuse to pass through the retaining 
valve with handle turned down, and brake remain set, where 
should the trouble be looked for? 

A. At the exhaust port. It may be stopped up by accumu- 
lation of dirt, pipe scale, or cuttings. Sometimes insects build 
and stop up the port. 



159 

THE WESTINGHOUSE-AMERICAN AUTOMATIC SLACK 

ADJUSTER. 

Q. 695. What is the automatic slack adjuster? 

A. A simple mechanical device by which means a constant 
predetermined piston travel is maintained, thereby insuring 
each car performing its share of the work, and securing from the 
brakes their highest efficiency ; also obviating the necessity of 
constantly adjusting the brakes by hand. 

Q. 696. Why is it necessary to take up this slack in the 
brake rigging? 

A. The brake shoes wearing thinner causes the brake piston 
to travel further, thereby reducing the brake cylinder pressure 
and the holding power of the brakes. 

INEFFICIENCY OF HAND ADJUSTMENT OF PISTON TRAVEL. 

Q. 697. How was this brake shoe wear taken care of before 
the automatic slack adjuster was introduced? 

A. The slack in the rigging was taken up by hand on the 
dead lever, or on one of the connecting rods. 

Q. 698. Was not hand adjustment satisfactory? Why? 

A. No ; while effort was made by hand to secure a uniform 
adjustment of all brake pistons in a train, it was found to be 
impossible. Even the rules of the Master Car Builders, which 
sought a uniform adjustment, were obliged to adopt a wide range 
of variation, the same being no less than 5 inches piston travel, 
nor more than 9 inches. 

Q. 699. Suppose two freight cars, with 8-inch brake cylin- 
ders and the same levers, be taken with 5 and 9 inches piston 
travel respectively. Charge them to 70 pounds pressure and 
then make a 7-pound train pipe reduction. How would the 
piston pressures of the two brake cylinders compare ? 

A. The piston with 5 inches travel, would have about 1,150 
pounds total pressure, nearly half of a full service application, 
while the piston with 9 inches travel would have a total pressure 
of only about 400 pounds — a little more than one-third of the 
other. 

Qi 700. With two cars braking with these different forces, 
due to unequal piston travel, what would be the piston pressures 
if a second or further 7-pound train pipe reduction were made ? 

A. The one with 5 inches travel would be fully applied, at 
about 2,600 pounds, and the one with 9 inches travel would be 
about three-fifths set, at about 1,500 pounds. 

Q. 701. Suppose a further reduction of 7 pounds, 21 in all, 
be made? 



IHO 

A. This last reduction would be wasted on the brake with 5 
inches piston travel, as it was already fully applied, and the one 
with 9 inches piston travel would now be about as heavily 
applied as we could get it ; but the total pressure in the cylinder 
of the latter would be only about 2,300 pounds, or approximately 
90 per cent, of the other car. 

Q. 702. Then the car with 9 inches piston travel would have 
a much inferior brake, due to the simple fact that it has a too 
long piston travel ? 

A. Yes ; it is only 90 per cent, as efficient on the third 
7-pound train pipe reduction as the other one, only 60 per cent, 
on the second 7 pounds, and only 30 per cent, as efficient on the 
first 7-pound reduction. 

Q. 703. Then the rule that piston travel must be brought 
within prescribed limits of 5 to 9 inches is not sufficient ? 

A. No ; as seen in the preceding example, the different 
degrees of holding power of the brakes on each individual car, 
during an application, would vary from 30 to 100 per cent., thus 
unequally distributing the brake work, which would increase the 
liability of wheel sliding, render smoother braking more difficult 
and, where travel was generally too long, increase the amount 
of air required. The prescribed limits of 5 to 9 inches, as will 
be seen, are practically valueless for satisfactory braking. 

PISTON TRAVEL— STANDING, RUNNING AND LOST. 

Q. 704. Suppose a light gondola car and a heavy box car, 
both having 8-irich brake cylinders, be braked to 15,000 pounds 
and 30,000 pounds, respectively, while standing. Adjust the 
slack by hand on both cars to make the pistons travel 7 inches. 
When the engineer applies the brakes to stop the running train, 
will the travel of the pistons still be 7 inches? 

A. No ; because of the difference that exists between stand- 
ing and running travel. While both pistons were adjusted to 
7 inches standing travel, their running travel probably would be 
about 8 inches for the lighter car and about 9 for the heavy car. 

Q. 705. Why should there be any difference between stand- 
ing and running travel ? 

A. When the car is moving, the lost motion of the running 
gear and the tilting of the trucks are caught up and the parts 
pulled closer together by the brake than when standing still. 
This difference between standing and running travel is called 
''lost travel." 

Q. 706. Admitting that lost travel causes running travel to 
be greater than standing travel, why should the light gondola 
car in the preceding example have but one inch lost travel and 
the heavv box car have two inches ? 



161 

A. Both cars have 8-inch brake cyHnders. The braking 
power or total shoe pressure of the heavy car is double that of 
the lighter car, and is obtained by proportioning the levers of the 
brake rigging. The piston on the high braking car must there- 
fore travel twice as far for the same amount worn off the brake 
shoes as the lighter car. Lost travel has the same effect on 
piston travel as brake shoe wear ; hence, the difference. 

Q. 707. If, then, the same amounts of lost travel and brake 
shoe wear cause the piston on the high-braked box car to 
increase twice as rapidly as on the low-braked gondola car, the 
piston travel would never be kept uniform? 

A. No ; the standing travel would be uniform at the time it 
was adjusted by hand in the yard, but the running travels would 
be different from the time of first application of the brakes, and 
the difference between the two would increase every time the 
brakes were applied. 

Q. 708. Then the high-leveraged car, although adjusted 
uniformly by hand while standing, would really start out with 
longer running piston travel than the lower leveraged car, and 
would increase more rapidly, the piston finally bottoming on the 
cylinder head, perhaps ? 

A. Yes ; it would increase between three and four times as 
rapidly, nearly twice due to greater leverage and nearly twice 
again owing to there being nearly double the pressure on the 
shoes. 

Q. 709. It appears, then, that hand adjustment of the brake 
rigging slack to get uniform piston travel on all cars would 
cause delays and require quite a large force of men at each 
division terminal ; and even then, as previously discussed, hand 
adjustment would be wholly insufficient, and would not produce 
desired and intended results ? 

A. Hand adjustment is decidedly weak and faulty, and is, 
of necessity, wrongly based on standing travel, which is not the 
true or working travel. It seems right, at first sight, but is 
really wrong. Adjustment of piston travel should be based on 
the running or true travel — the travel that really does the work 
which stops the car. 

AUTOMATIC ADJUSTMENT OF PISTON TRAVEL 
Q. 710. How does the automatic adjuster do its work? 
A. It adjusts the piston at its proper running or working 
travel, regardless of the lost travel or whether the car be high- 
leveraged or low-leveraged. Thus, if all cars in a train were 
equipped with automatic slack adjusters, the travel of all pistons 
would be uniform when brakes were set to slow down or stop 
the train. The same brake cylinder pressure would be had on 



162 



all the cars at each and every reduction, and all the cars would 
do uniform work. 

Q. 711. As the work of the automatic adjuster is based on 
running travel, then the running travel of all cars would be 
uniform and equal ; but would the standing travel be uniform on 
all cars? 

A. No ; it would differ as did the high and low leverage of 
the cars, lost travel, tilting of the trucks, etc. In fact, it would 
vary as did the lost travel ; but what is wanted is a true running 
or working travel. With hand adjustment, standing travel (the 
travel where no work is done, and which is therefore valueless) 
is uniform, but running travel (the true working travel) varies 




Fig. 68, General Arrangement of the American Automatic Brake Slack Adjuster as 
Applied to a Passenger Car Equipment. 

widely and causes undesirable results. With the automatic ad- 
justment, the running or working travel is kept uniform, and the 
standing or useless travel is neglected, as it does no work. 

Q. 712. How should the brake levers stand? 

A. The release positions are unimportant, but when, with 
new shoes and all slack out on the automatic adjuster, the brake 
is applied, they should be as near as possible at right angles to 
their rods as they will be on the opposite side with thin shoes and 
sufficient slack taken up on the adjuster to maintain the same 
piston travel as before. 

Q. 713. Is the automatic slack adjuster a complicated 
device ? 

A. No ; on the contrary it is quite simple as the accompany- 
ing cuts show. 



163 



DESCRIPTION OF THE AUTOMATIC SLACK ADJUSTER. 

Q. 714. Explain the parts as shown in Fig. 68. 

A. No. 1 is the ratchet nut, No. 2 the adjuster cyUnder, No. 
3 the adjuster casing and cyHnder head, No. 4 the adjusting 
screw, No. 5 the dead cyHnder lever, pipe b the connection 
between the adjuster cylinder 2 and port a in the brake cylinder. 

Q. 715. Explain the operation of the device. 

A. Port a in the brake cylinder is drilled a predetermined 
distance from the pressure head. If the brake is applied and 
the piston travels out beyond port a, air from the brake cylinder 
will be free to pass through port a and pipe b to the adjuster 
cylinder chamber B, as shown in Fig. 69. Air pressure in cham- 
ber B, acting against piston 23, drives it forward, compressing 



y///^\\\'< 




Fig. 69. Sectional End View of the American Automatic Brake Slack Adjuster. 

piston spring 21. Connected to piston 23 is the small pawl 22 
which, by the forward movement of the piston, is disengaged 
from the lug a, and moves over two teeth of the ratchet 27 and 
becomes engaged in one of the teeth. As the brake is released, 
the brake cylinder piston moving back, opens port a to the non- 
pressure end of the brake cylinder, allowing the air in adjuster 
cylinder B to pass to the atmosphere, thus permitting adjuster 
spring 21 to react and return the adjuster piston to its normal 
position. In doing so, pawl 22, which is engaged with the 
ratchet nut, turns the ratchet wheel upon screw 4, thereby 
drawing lever 5 in the direction of the slack adjuster cylinder, 
thus shortening the brake cylinder piston travel and drawing the 
brake shoes nearer the wheels. 

Q. 716. What causes pawl 22 to become disengaged from 
the ratchet wheel? 



164 

A. As the pawl is drawn back to its normal position, a lug 
on the lower side strikes projection a on the cylinder, thus, 
raising" the outer end of the pawl. 

Q. 716^. How much does this shorten the piston travel? 

A. One-thirty-second (1-32) of an inch. Four turns of the 
ratchet nut, requiring 32 operations of the adjuster, shorten the 
piston travel one inch, as the adjuster is usually applied. 

Q. 717. How many teeth has the adjuster ratchet? 

A. It will be noted by referring to Fig. 69, that there are 
16 teeth; however, in the more modern adjusters only 15 teeth 
are used. 

Q. 718. How many times must the adjuster operate to 
make one fullturn of the adjuster ratchet? 

A. As has been described, one full operation of the adjuster 
causes it to take up two teeth, therefore as there are 16 teeth,. 
it would require 8 operations of the adjuster piston to make a 
full turn of the ratchet. 

Q. 719. How much will one full turn of the adjuster ratchet 
shorten the. piston travel ? 

A. One-quarter inch, as the ratchet nut threads are* cut 4 
to the inch. 

ERECTION AND OPERATION OF THE AUTOMATIC SLACK ADJUSTER. 

O. 720. What does Fig. 70 represent? 

A. M^ethod of drilling brake cylinder for the slack adjuster 
pipe connection. 

Q. 721. At what point should the brake cylinder be drilled 
or, in other words, at what amount should the running piston 
travel be regulated? 

A. Drill the port a 8f inches from the pressure end of the 
brake cylinder. All modern cylinders are so drilled at the W. A. 
B. Co.'s works. , Where the port enters the cylinder it should 
be one-eighth inch in diameter and quite smooth on the inside ; 
otherwise it will cut the piston packing leather. 

Q. 722. Will this require 8f inches piston travel to admit 
air to the adjuster cylinder? 

A. No ; about 8 inches, as the piston packing leather, which 
is the valve for the adjuster cylinder, is held a little way from" 
the cylinder head when the piston is in release position. 

Q. 723, On a car fitted with the automatic slack adjuster, 
what use should be made of the dead levers and other connec- 
tions where slack can be taken up? 

A. When the car is first fitted with the adjuster all slack 
should be let out on it, new brake shoes appHed to all beams and 
the piston travel regulated at about (f inches by means of the 
dead levers and rod connections. These should never be altered. 



165 



afterwards except when wheels of diffeient diameters are put 
•in, or to restore the proper conditions where the original adjust- 
ment has been meddled with. 

O. 724. Is the adjuster able to wear out a complete set of 
shoes and at the same time maintain the desired piston travel ? 

A. Yes; if the original adjustment is made as instructed, if 
the total leverage of the car is not excessive, if the brake gear 
conforms to the M. C. B. Association requirements as regards 
strength, and there is not an unusual amount of lost motion in 
the trucks. 



HOLE TO BE 8% FROM PRESSURE HEAD 




Fig. 70. Method of Drilling Brake Cylinder for Slack Adjuster Pipe Connection. 

Q. 725. What will be the effect if the total leverage is too 
high? 

A. The adjuster would be unable to wear out an entire set 
of brake shoes, and shoe clearance will be insufficient and will 
cause the brake shoes to drag on the wheels when brakes are 
released. 

Q. 726. What would have to be done so long as the total 
leverage was not reduced ? 

A. To wear out an entire set of shoes at one time it would 
be necessary to let back on the automatic adjuster when its limit 
had been reached and make one adjustment by the dead levers. 



166 

However, in practice this would not generally be necessary, as 
it is seldom that all shoes are worn thin at the same time. • 

Q. 727. Is a high total leverage undesirable only in case the 
automatic adjuster is used? 

A. No ; it is far more serious when a car is without the 
automatic adjuster, as it causes the piston travel to increase so 
rapidly with brake shoe wear. An entirely satisfactory brake 
can not be obtained either with or without an automatic adjuster 
if the total leverage is too high, as the shoe clearance in brake 
release will be insufficient if piston travel is correct under appli- 
cation. 

SOME PRACTICAL SUGGESTIONS REGARDING THE ADJUSTER. 

Q. 728. Where a car is fitted with an *automatic slack ad- 
juster and the piston travel is found to be too short, what should 
be done ? 

A. First, bear in mind that the standing travel is always 
less than the running travel, and that this and a very light brake 
application may have deceived you. If not, and the hand and air 
brake work against each other, see if there is not some slack 
taken up on the former. Otherwise, it is due to failure to let out 
sufficient slack when new shoes were applied, taking up too 
much afterwards on the automatic adjuster or an improper alter- 
ation of dead levers or rods. This is assuming that total lever- 
age is not too high and that the brake cylinder is tapped 
properly. 

Q. 729. How can the automatic slack adjuster be tested? 

A. Let out sufficient slack on its screw to permit the brake 
piston to travel beyond the adjuster port, apply^ the brake and 
note whether there is any leakage in the adjuster pipe or cylin- 
der. Next, releas^^ the brake and see if the ratchet nut is turned 
slightly, as it should be. 

Q. 730. What would be the result, if through improper 
adjustment of the brake rigging, the adjuster screw and cross- 
head is drawn up its full limit until it fouls against the adjuster 
cylinder ? 

A. No more slack will be taken up, and as the piston travel 
would increase air entering the adjuster cylinder would cause 
the pawl to become engaged with the ratchet nut, and it would 
therefore be impossible to turn it back. Provision has been 
made so that the pawl may be disengaged without taking the 
adjuster apart, this being accomplished by backing off the stop 
screw in the adjuster body, or the set screw at the end of the 
ratchet nut on the more modern adjuster. This allows sufficient 
movement of the cross-head to release the pawl. 



167 

« 

Q. 731. What would happen if a heavy wrench was used in 
trying to turn the adjuster nut back without first releasing the 
pawl ? 

A. The teeth would probably be broken off the ratchet 
wheel, or the pawl broken. 

Q. 732. Must the stop or set screw be replaced after the 
pawl is released and the cross-head turned back? 

A. Yes, in all cases ; if this is not done the next time the 
cross-head fouls it w^ill be necessary to take the adjuster apart 
to disengage the pawl. 

Q. 732^. How can slack be let out for replacing brake 
shoes? 

A. By turning the ratchet nut backward with a wrench, pro- 
vision being made for this on the extended portion covering the 
outer end of the screw. 

O. 733. What should be done after replacing shoes ? 

A. Apply the brake, measure the piston travel and take up 
on the adjuster screw. The travel is shortened the exact 
amount the screw is drawn away from the brake cylinder head. 

Q. 734. What care does this adjuster require in the way of 
cleaning and lubricating? 

A. The same as is given the triple valve and brake cylinder. 
However, as the adjuster cylinder is better protected from dirt 
than either the triple or the brake cylinder, and as it does not 
operate every time they do, but only when piston travel is 
excessive, it is easier kept in first class condition. The screw 
should be kept free from all lubricant so as to prevent it catching 
dirt. 

Q. 735. In the event of heavy leakage in the adjuster cylin- 
der, or pipe, or the pipe b being broken ofif, should the brake 
be cut out ? 

A. No ; this trouble could be remedied by turning the 
ratchet nut a sufficient amount so that the piston w^ould not 
reach port a in the cylinder, therefore no air could escape from 
the cylinder, even though pipe b were missing. 



168 



BRAKE CYLINDERS AND AUXILIARY RESERVOIRS. 

Q. 736. What does Fig. 71 represent ? 

A. A sectional view of freight car brake cyhnder and 
auxiHary reservoir of the combined type. 




Fig. 71. Westinghouse Freight Car Brake Cylinder, Reservoir and Triple Valve. 

Q. 737.. What does Fig. 72 represent? 

A. A sectional view of the passenger car brake cylinder 
with the triple valve attached. 

Q. 738. What is the purpose of the brake cylinder^ 

A. To hold the piston from which the power is developed 
to apply the brake. 

Q. 739. What parts does the brake cylinder contain? 

A. Piston, packing leather, expanding ring and piston 
release spring. 




Fig. 72. Westinghouse Passenger Car Brake Cylinder and Triple Valve. 

Q. 740. What is the object of the packing leather used on 
the piston? 



169 

A. To make an air tight joint around the piston, to prevent 
the air pressure that is admitted to the brake cyHnder from 
escaping to the atmosphere. 

Q. 741. What is the object of the expanding ring? 

A. This is used to set the packing leather snugly against 
the cylinder wall. 

Q. 742. What is the purpose of the piston release spring? 
• A. This is to move the piston to its normal or release 
position after the pressure has been exhausted from the brake 
cylinder. 

Q. 743. Are there any grooves or ports in the brake cylin- 
der? 

A. Yes ; a leakage groove, which is a small groove about 
three inches long, cut in the side of the brake cylinder. 

Q. 744. What is the purpose of the leakage groove in the 
brake cylinder? 

A. T.O prevent slight train pipe leaks from applying the 
brake, as any small amount of air which the triple valve might 
admit to the brake cylinder, will be allowed to escape through 
this groove and permit the piston to remain in its normal or 
release position. 

Q. 745. What size of brake cylinders are used on cars ? 

A. Cylinders G, 8, 10, 12, 14 and 16 inches in diameter. 

O. 746. Are all brake cylinders of the same length? 

A. No ; brake cylinders are made of such length as will best 
meet the requirements. 

O. 747. What determines the size of the brake cylinder to 
be used on a car? 

A. The total weight of the car resting on the rails. 

Q. 748. What is the best location for the brake cylinder? 

A. That point at which it will be the most accessible for 
repairs and at the same time do its work to the best advantage. 

Q. 749. Wliat is the best means to attach the brake cylinder 
■to the car? 

A. By the aid of a steel or iron bracket, attached to the 
car sills. 

Q. 750. What is the objection to using a wooden block 
for attaching the brake cylinders to the car sills ? 

A. This method has been found to give considerable trouble, 
as the shrinkage of the block soon causes the cylinder to work 
loose. 

Q. 751. What is the purpose of the auxiliary reservoir? 

A. To hold the air pressure on each car with which to apply 
the brakes. 

Q. 752. What governs the size of the auxiliary reservoir to 
be used on a car? 



170 

A. The size of the brake cyHnder. 

Q. 753. Why is it so important that reservoirs must be- 
made in proportion to the sizes of the brake cyhnders with which, 
they are furnished? 

A. In order that the air pressure will equalize between the- 
reservoir and brake cylinder at the proper pressure when the 
brake is fully applied. 

Q. 754. Explain the different size reservoirs used in con- 
nection with brake cylinders with the different brake equipments.. 

A. Eight-inch cylinders used on passenger cars and tenders 
require a reservoir of 10x24 inches ; but when used in connection 
with the driver brake, a 10x33-inch reservoir is necessary. With 
brake cylinders of 10 inches in diameter used on engines, tenders- 
or passenger cars, a reservoir of 12x33 inches is necessary.. 
With cylinders 12 inches in diameter, used on engines, tenders- 
or passenger cars, a reservoir 14x33 inches is necessary. With 
14-inch brake cylinders, employed in connection with engines,, 
tenders or passenger cars, a 16x33-inch reservoir should be used. 
When a 16-inch brake cylinder is employed on engines or pas- 
senger cars, a reservoir 16x42 inches should be used. For the 
freight car brake apparatus, in which cylinders of 6, 8 and 10' 
inches in diameter are used, the standard, cast iron reservoirs 
adapted to each should be employed in connection with same. 

Q. 755. Are there any troubles had with brake cylinders? 

A. Yes ; frequently leakage is found which permits the 
brake to leak off. 

Q. 756. What is usually defective about the brake cylinder" 
when this leakage exists? 

A. The piston packing leather i^ either cut or very dry and 
does not make an air tight joint between the piston and cylinder 
wall. 

Q. 757. What would be the effect if the expanding ring 
were not placed in its proper position ? 

A. It would not hold the leather out properly against the 
cylinder wall, therefore, would cause leakage. It will also in 
some cases bind the piston, causing it to fail to return to its", 
release position promptly after the pressure has been exhausted 
from the brake cylinder. 

Q. 758. What would be the effect of a weak or broken' 
piston release spring? 

A. It would not cause the piston to move promptly to its 
release position. 

Q. 759. What would be the effect if the leakage groove 
becomes stopped up with dirt or foreign matter? 

A. It would possibly cause the brake to creep on, if a slight 
leak existed in the train pipe, as such air that would be admitted' 
to the brake cylinder could not escape past the piston. 



171 

THE WESTINGHOUSE AIR SIGNAL EQUIPMENT. 

Q. 760. What is the object of the air signal equipment? 

A. To permit of prompt and accurate signalHng from the 
train to the engine, and as well to notify the engineer if the 
train parts. 

Q. 761. What is it that blows the whistle ? 

A. Air pressure. 

Q. 762. What are the essential parts necessary to complete 
the equipment? 

A. The pressure reducing valve, signal valve, whistle, hose 
couplings, car discharge valve, whistle cord and the necessary 
pipework. 

O. 763. W^hat is the pressure reducing valve ? 

A. A valve attached to the main reserv'oir and used to 
supply pressure for the signal apparatus at a lower pressure than 
that in the main reservoir. 

Q. 764. What is the proper pressure for the signal pipe ? 

A. The best results are obtained by using a pressure of 40 
pounds per square inch. 

Q. 765. What kind of a reduction is it necessary to make 
in order to cause the whistle to sound ? 

A. A short, quick exhaust or reduction. The signal valve 
may be likened to the quick action part of the triple valve, which 
will be thrown into operation by a short, quick exhaust, while a 
much longer, though more gradual, reduction would only cause 
a service application. So with the signal apparatus, when a 
short, quick reduction is made, the w^histle should sound, while 
with a longer, though gradual, reduction it should not sound. 

Q. 766. What prevents the operation of the diaphragm and 
signal valve when a slow% gradual reduction is made? 

A. When the pressure is drawn from the pipe slowly, 
instead of reducing the pressure in that pipe below the pressure 
in the chamber under the diaphragm, the pressure feeds from 
this chamber back into the pipe, thus removing the power that 
should operate the diaphragm. It is so constructed, that it may 
not cause the whistle to sound if there is a slight leak in the pipe. 
This action is also assisted by the pressure reducing valve, which 
is open at this timeand is feeding the signal pipe. 

SIGNAL REDUCING VALVE, ITS CONSTRUCTION AND OPERATION. 

Q. 767. What does Fig. 73 represent ? 
A. The whistle signal reducing valve. 

Q. 768. Name the operative parts of the improved reducing 
valve. 



172 



A. By referring to Fig. 73, which is a vertical sectional 
view of the reducing valve, it will be seen that the valve consists 
of supply valve 4, supply valve spring 6, reducing valve piston 
7, piston rod 10, diaphragm 11, and regulating spring 13. 

Q. 769. How is the whistle signal reducing valve adjusted? 




Fig. 73. Westinghouse Improved Whistle Signal Reducing Valve, Open. 

A. By removing cap nut 15 and screwing up regulating nut 
14, thereby creating a tension on regulating spring 13. 

Q. 770. What is the normal position of the reducing valve? 

A. Closed, as shown in Fig. 74. 

Q. 771. Explain the flow of air through the reducing valve. 



173 



A. By referring to Fig. 73, which shows the valve in its 
open position, it will be seen that air entering from the main 
reservoir at connection A, is free to . pass through port a to 
supply valve chamber al. The supply valve being 'off its seat, 
as shown, permits the air to pass by the seat of this valve into 
diaphragm chamber C, thence through port b to the signal pipe 
connection B. 

Q. 772. When the desired pressure in the whistle signal 
pipe is attained, explain how the reducing valve closes off the 
flow of air from the main reservoir to the signal pipe. 




Fig. 74. ^Yestinghouse Improved Whistle Signal Valve, Closed. 

A. Whistle signal pipe pressure is present at all times on 
diaphragm C ; therefore, when the air pressure exceeds the 
tension of the regulating spring 13, the diaphragm is moved to 
its lower position, permitting supply valve spring G to seat supply 
valve 4, as shown in Fig. 74. 

Q. 773. W^hat is the purpose of the cut-out cock in the 
signal reducing valve, Fig. 73? 

A. To cut off the main reservoir pressure' from the supply 
valve when it is desired to remove th^ "ulve for cleaning. 



174 



Q. 774. After leaving the reducing valve where does the 
air pressure pass to? 

A. To the main signal pipe throughout the engine and train, 
also to the whistle signal valve, causing it to become charged. 

THE AIR SIGNAL VALVE. 

Q. 775. What does Fig. 75 represent? 

A. A sectional view of the whistle signal valve in its normal 
or closed position. 

Q. 776. What is the duty of the whistle signal valve ? 

13 




PIPE TO 
SIGNAL PIPE 



PIPE TO WHISTLE 

Fig. 75. Westinghouse Whistle Signal Valve, Normal or Closed Position. 

A. To control the flow of air to the signal whistle. 

Q. 777. What are the operative parts of the whistle signal 
valve ? 

A. By referring to Fig. 75, it will be seen that the valve 
consists of two operative parts, the rubber diaphragm 12, and 
signal valve stem 10. 

Q. 778. Explain the flow of air through the ^histle valve 
when it is being charged. 

A. Air pressure, entering the valve from the signal pipe, 
passes through port d into chamber A above the diaphragm, 
thence through port C and around piston stem 10 into chamber 



175 



B, causing the air pressure to equalize above and below dia- 
phragm 12. 

Q. 779. Explain the operation of the valve when a reduc- 
tion is made in the whistle signal pipe. 

A. A quick reduction in the whistle signal pipe causes a 
reduction in chamber A above the diaphragm. The pressure in 
chamber B, thereby being the greater, causes the diaphragm 
to rise, unseating signal valve stem 10, as shown in Fig. 76. 

Q. 780. Explain the flow of air through the whistle valve 
as it passes to the whistle to cause it to blow. 

13 




PIPE TO 
SIGNAL PIPE 



PIPE TO WHISTLE 



Fig. 76. Westinghouse Whistle Signal Valve, Open, in Operation. 

A. By referring to Fig. 76, it will be seen, by following the 
direction of the small arrows, that air pressure in chamber B is 
passing by the signal valve stem 10, and uniting with air pressure 
passing through port c, goes through port e, below the valve 
stem, to the pipe leading to the whistle, giving the desired blast. 

Q. 781. What causes this valve to. close and stop the whistle 
from blowing? 

A. The same reduction of signal pipe pressure which causes 
the whistle valve to operate, causes the reducing valve to open, 
permitting main reservoir pressure to replenish the signal line. 



I 



176 



The pressure being raised in the signal Hne, also causes it to be 
raised in chamber A above the diaphragm, which results in 
moving it to its lower position as shown in Fig. 75. 



THE CAR DISCHARGE VALVE, 



Q. 782. What means have we for reducing the pressure in 
the whistle signal pipe, to cause the whistle signal valve to 
operate ? 

A. By means of the car discharge valve, as illustrated in 
Figs. 77 and 78, which is located on each car. 




Fig- 77- Weslinghouse Car Discharge Valve, Closed. 

O. 783. What are the operative parts of the car discharge 
valve? 

A. By referring to Fig. 77, it will be seen that it consists 
of discharge valve 3, discharge valve spring 4 and discharge valve 
handle 5. 

Q. 784. What is the normal position of this valve? 

A. Closed, as shown in Fig, 77. 

Q. 785. Explain how the car discharge valve operates to 
exhaust air from the signal pipe to the atmosphere. 



177 



A. Discharge valve handle 5 is a lever, and by moving the 
same in either direction, it forces the discharge valve 3 from its 
seat, compressing discharge valve spring 4, thereby permitting 
air pressure to escape from the sigal pipe to the atmosphere, as 
is shown by the arrows in Fig. 78, which represents the valve 
in its open position. 

Q. 786. In operating the whistle signal, how long should 
the car discharge valve be held open to give the proper blast of 
the whistle? 




Fig. 78. Westinghouse Car Discharge Valve, Open. 

A. At least one second. 

O. 787. How much time should be allowed between blasts? 

A. About three seconds. 

Q. 788. Why should the discharge oi air from the discharge 
valve be spaced in this manner ? 

A. In order to give air pressure in the signal valve an oppor- 
tunity to equalize above and below the diaphragm of the signal 
valve between each blast of the whistle. 

DISORDERS OF THE WHISTLE SIGNAL APPARATUS. 

Q. 789. The engineer finds that when he releases the brakes 
the signal whistle blows. Where would he look for the cause of 
the trouble? 



178 

A. In the pressure reducing valve. It is allowing too high 
a pressure to accumulate in the signal pipe and feed back into 
the main reservoir when the release is made. This causes the 
reduction of signal pipe pressure and the whistle to blow. 

Q. 790. What should he do to try to remedy the trouble ? 

A. If the engine is detached from the train, the cut-out cock 
in the reducing valve should be closed, and the pressure reduced 
in the signal pipe. The cap nut over the valve may then be 
removed and the valve taken out and cleaned. 

Q. 791. With the improved whistle signal reducing valve, it 
is found that no air will pass through it, yet it is known that the 
valve is adjusted properly and the cut-out cock is open. Where 
,is the trouble most likely to be? 

A. At the choke, or small port the air must pass through 
as it enters the valve. This may be stopped up with dirt, which 
is quite liable to occur if a strainer is not used in the pipe lead- 
ing to it. 

Q. 792. How would we have to proceed to clean out this 
port ? 

A. If a cut-out cock is located in the pipe near the main 
reservoir, it should be closed and the union fitting to the reducer 
disconnected, which w411 then expose the trouble ; however, if 
there is no cock in the pipe, the pump should be stopped and 
the main reservoir drained of its pressure. 

Q. 793. An engine is reported as not giving correct signals. 
On investigation it is found that when coupled to one or two 
cars the whistle responds all right. If more cars are coupled on, 
no signal can be obtained at all, even from the cars that were 
tried before. Where would such a trouble be located? 

A. In the signal valve. A very loose stem, or a very baggy 
or distorted diaphragm would cause it. 

Q. 794. How could this defect cause such trouble with a 
long train but not with a short one ? 

A. The volume of signal pipe pressure being so much 
smaller with a short train, the same exhaust or discharge from 
the car discharge valve would not only make a much quicker 
reduction, but would also cause a greater reduction in pounds 
pressure in the signal pipe and on top of the diaphragm. 

Q. 795. Another engine is reported as giving only one blast 
of the whistle when the signal cord is pulled twice. On the first 
discharge no blast is obtained, but when the cord is pulled the 
second time a very long blast is the result. It also blows fre- 
quently when running without any apparent cause. What is 
the trouble ? 



179 

A. A tight fit of the diaphragm stem in its bushing. This 
causes the valve to not raise on the first reduction but on the 
second it raises and stays up too long, giving too long a blast. 

Q. 796. Complaint is made of an engine that while stand- 
ing in the roundhouse the whistle will blow at frequent intervals, 
though nobody is anywhere near the engine. What could cause 
^uch action ? 

A. It is evident that there is some leak in the signal pipe 
pressure or the whistle would not blow. This might be a com- 
bination of small leaks, which of course amount to the same as 
one large one. Along with this, the diaphragm stem of the signal 
valve must fit too tight, or the pressure under the diaphragm 
would reduce along with the signal pipe pressure when reduced 
gradually, and no action would follow. 

Q. 797. Another engine is reported as giving two blasts 
'Of the whistle every time the cord is pulled quickly. What would 
cause this ? 

A. Too loose a fit of the diaphragm stem in its bushing. 

Q. 798. How would the signal apparatus be tested with a 
.testing device to ascertain its condition? 

A. The device, as is usually employed, should be coupled 
to the signal hose of the tender and the pressure reduced quickly 
and allowed to feed up again to indicate the feed of the reducing 
valve. This being known, a leak should be made with the test- 
ing valve, and gradually increased until the whistle either blows 
"or the pressure is reduced very low. This is the test for a tight 
.-diaphragm stem. The pressure should feed past the stem and 
out when gradually decreased without action of the valve. If 
the whistle responds to a gradual leak as made this way, the 
.stem is too tight. Next, after fully charging, make short reduc- 
tions with the testing valve to note the sensitiveness of the signal 
valve. If the valve does not respond to light reductions when 
made quickly, and does not indicate a tight stem, the trouble is 
-either the diaphragm distorted or the stem too loose. If it re- 
rsponds to short, quick reductions with a double blast, the 
trouble is in the stem being too loose. 

Q. 799. Is it sufficiently accurate to test with the stop cock 
.at the rear of tender? 

A. No ; such a test is misleading, as it does not give any 
assurance that the whistle will blow under service conditions, and 
is injurious to the diaphragm of the signal valve. 

Q. 800. If the stem is found to be too tight, how should it 
be remedied ? 

A. By rubbing it down with fine emery cloth. It should 
never be ground. 



180 

Q. 801. If it fits too loosely, what should be done? 

A. The end of the stem may be faced off to drop it down- 
farther in the bush and give a better bearing above the circum- 
ferential groove. This bearing must not be too wide, however,. 
or bad results will follow. 

Q. 802. What would be the trouble if the signal whistle did 
not respond to a proper discharge, the signal valve being in per- 
fect order ? 

A. The trouble would then be in the whistle itself. If the 
whistle bell was too high or too low, or if the stem was bent so- 
that the bell would not come opposite the annular opening in 
the bowl, any of these causes would produce the result men- 
tioned. If the whistle is so located that the wind from an open 
window blows across the bowl, it has been known to produce 
this same result. 

Q. 803. What is the effect of leaks in the whistle signal 
line? 

A. It is a needless waste of air pressure which tends to 
overwork the pump and in many cases will cause the whistle to- 
blow at frequent intervals. 



181 

PIPING. 

Q. 804. What size steam pipe should be used with the 
•various sizes of air pump ? 

A. For the 8-inch, |-inch pipe. For the 9J-inch and 11- 
inch, 1-inch pipe. 

Q. 805. Is it necessary to have a dry pipe for the air pump? 

A. It is necessary to have dry steam for the pump, and if 
suitable provision is not made in the form of a turret which has 
.a dry pipe, the pump should be suppUed with a pipe extending 
to the dome, that dry steam may be obtained. 

Q. 806. What size pipe should be used for the exhaust ? 

A. For the 8-inch, 1-inch pipe. For the 9J-inch, IJ-inch 
pipe. For the 11-inch, 1^-inch. 

Q. 807. What size pipe should be used for the discharge 
from the pump to the main drum ? 

A. For the 8-inch, |-inch pipe. For the 9J-inch, IJ-inch 
pipe. For the 11-inch, IJ-inch. 

Q. 808. What size pipe should be used from the main drum 
to the brake valve ? 

A. One-inch pipe with all equalizing valves. 

Q. 809. At what part of the drum should this pipe be at- 
tached ? 

A: As near the highest point and as far from the discharge 
pipe as possible. 

Q. 810. What size pipe should be used for the train pipe ? 

A. From the brake valve to the rear of the tender should be 
' 1-inch pipe. All passenger cars should have 1-incli train pipe. 
All freight cars should have li-inch train pipe. 

Q. 811. What size pipe should be used for the signal line? 

A. Three-eighths-inch pipe from the main drum to the 
pressure reducing valve, and from there to the branch pipe lead- 
ing to the main signal pipe. This branch pipe should be f-inch 
pipe, reduced to J-inch at the signal valve. The main signal 
pipe should be f-inch under the engine, tender and cars. The 
branch pipes on the cars leading to the car discharge valves 
should be -|-inch pipe. The pipe from the signal valve to the 
signal whistle should be J-inch, if less than 4 feet long. With 
over 4 feet, ^-inch pipe may be used to better advantage. 

Q. 812. What rules should be followed in putting up pipe- 
work in connection with the air brake and signal apparatus ? 

A. All fins, or projections, left after cutting and threading 
should be removed. The pipes should be bent where necessary, 
instead of using elbows, all bends should be as easy as possible, 
avoiding short bends where practicable to do so. Low bends 
ithat will form a trap for condensation or other accumulations 



182^ 

should be avoided. All pipework should be blown out with 
steam after bending and threading and before erecting. Where 
lead is used to assist in making a tight joint, it should always be 
used on the outside of the pipe, and never inside the fitting. 

Q. 813. What other point should receive particular atten- 
tion in erecting pipework ? 

A. All pipes should be securely braced by suitable clamps,, 
hangers or brackets. These should be securely fastened to the 
vehicle and be sufficiently strong to not only resist vibration, 
themselves, but should also prevent the pipe from vibrating. 

Q. 814. How should the pipework be tested? 

A. Air pipework should be tested with air pressure and. 
leaks located by using soapsuds. 

Q. 815. What is the proper location for the air brake and 
signal pipe on a car ? 

A. These should be arranged as per the Master Car Build- 
ers' recommendations. 



18a 

FOUNDATION BRAKE GEAR. 

Q. 816. What is understood bv the term "foundation brake 
gear?" . 

A. That part of the air brake system under the car, com- 
prising the levers, connecting rods, jaws, pins, brake beams, 
hangers, hanger supports, lever guides and supports. 

Q. 817. What is necessary for the foundation brake gear 
to insure its best operation? 

A. All parts should be strong, durable and substantial. 
The proportion of these parts should meet the requirements of 
the Master Car Builders' Association. Holes should be drilled, 
not punched, in the jaws and levers, and all pins for these holes 
should be machine-turned, and not rough forged. 

Q. 818. What should be the position of the levers when the 
brakes are applied ? 

A. Approximately at right angles to the direction of the 
pull of the forces upon them. This should be parallel with the 
longitudinal center line of the car. Care should be taken that 
the brake beam levers do not bottom or foul in the brake beam 
strut. 

O. 819. How should the brake beam.s be hung? 

A. In such a way that the shoes shall be the distance above 
the rail prescribed by the Master Car Builders' Association. 

Q. 820. What should be watched regarding the length of 
the brake beam hangers ? 

A. These hangers should be as long as practicable, to pre- 
vent a buckling and toggle-joint effect in brake application, and 
they should be supported from some pomt not effected by the 
springs, thereby giving a uniform piston travel, which would not 
otherwise be had w^ere the hangers supported from some point 
above the springs. The beams should be made stationary with 
respect to the distance of the shoe from the rail on the car 
whether it be loaded or its load removed. 

Q. 821. What effect would the hanging of the brake beams 
from a suspension point above the sprmgs have upon piston 
travel? 

A. If the car w^ere loaded, and the piston travel adjusted to 
suit the car at that time, then the load removed, the springs 
would raise up the brake beams, drawing the brake shoes closely 
to the wheels, thereby reducing the piston travel, and possibly 
making it so short that it would be necessary to increase the 
travel by letting out the slack before the car could be moved. 

Q. 822. Could not the brake beams be hung from some 
point below the springs ? 

A. Yes ; this is frequently done by supplying a support 
placed on the spring plank, -which does ^way with this trouble, 
and also gives the desired length of brake beam hanger. 



•184 

Q. 823. Is the hand brake of much importance on a car 
equipped with the air brake ? 

A. Yes ; attention should be given in designing the founda- 
tion brake to also provide a good hand brake, as the hand brake 
is frequently used at times when the air brake is not. 

Q. 824. What should be considered in designing the hand 
brake ? 

A. It should be made to work in conjunction with the air 
brake, or in harmony with it ; that is, the levers should move in 
the same direction, regardless of whether the air brake or the 
hand brake be applied. 

Q. 825. What objection is there to having the hand brake 
and air brake work opposite to each other? 

A. It would be necessary to release the air brake before 
the hand brake could be applied. It would also be dangerous 
for the brakeman to attempt to use the hand brake when the air 
brake was in operation. The air brake and hand brake should 
work together. 

Q. 826. In designing the foundation brake gear what other 
points must be carefully observed? 

A. To see that the levers and connections do not foul 
against the wheels and parts of the car body when the brake is 
applied. In some cases much attention is given to the air brake 
when designing foundation brake gear, and not to the hand 
brake, which frequently results in the levers striking and fouling 
when the attempt is made to set the hand brake. 

Q. 827. What should be done with respect to carrying irons 
and guides for the levers? 

A. These should be so located and constructed that the 
levers will have free play during the entire period of brake shoe 
wear, without striking or fouling, and robbing the brake shoes 
of braking pressure. 

Q. 828. Is the use of brake beam springs, for holding the 
shoes away from the wheels, a good practice? 

A. No ; tests have been made which prove that these springs 
absorb a great deal of pressure, in some cases as high as 35 per 
cent., which should be delivered to the brake shoes at the wheels 
to supply an adequate braking force. 

Q. 829. How should brake beams be hung to give best 
results with respect to brake shoe clearance? 

A. With the hangers at a sufficient angle to permit the 
brake beams and shoes to drop away from the wdieels by gravity 
when the brakes are released, instead of depending upon release 
springs. 



185 

BRAKING POWER. 

Q. 830. What is meant by the term ''braking power?'' 

A. The power appHed at the brake shoes, through the 
medium of the leverage and the pressure on the air piston, to 
arrest the rotation of the wheels. 

Q. 831. What is meant by braking power per pair of 
wheels ? 

A. The pressure delivered by the brake shoes on one pair 
•of wheels ? 

Q. 832. What is meant by total braking power? 

A. The total pressure extended on all the wheels of the car. 

BRAKING POWER PERCENTAGE. 

Q. 833. What is meant by percentage of braking power? 

A. The ratio of the total braking power and the total weight 
of the car. This percentage is found by dividing the total 
braking power by the weight of the car. 

Q. 834. What percentage of braking power is ordinarily 
employed ? 

A. On passenger cars, 90 per cent. ; on freight cars, 70 per 
cent. ; on tenders, 100 per cent. ; on locomotive driving wheels, 
75 per cent. ; on engine truck wheels, 75 per cent. 

Q. 835. Is the percentage or braking power based on the 
light or loaded weight of the car, tender and engine ? 

A. It is based on the Hght weight of the passenger car, 
freight car and tender; but is based on the loaded weight resting 
on the locomotive driving wheels and on the truck brake wheels. 

Q. 836. Why is the braking power based on the Hght weight 
of the car and tender and on the loaded weight of the engine? 

A. The higher percentage of braking power on the pas- 
senger car is designed because the loaded weight and light 
weight of the car do not vary a great deal ; hence, a high braking 
power is permissable. The freight car varies greatly between 
its light and loaded weight ; hence, the braking power must be 
placed lower than with the passenger car. Also, the freight car 
runs at lower speeds, where the coefificient of brake shoe friction 
is higher than on the passenger car at high speeds, and a lower 
braking power must therefore be used to prevent the skidding 
of wheels when the car is empty. 

Q. 837. Why is 75 per cent, used on the engine driving 
wheel and truck wheel'brakes? 

A. The weight of the engine in working order does not vary 
much, and the working weight is really the loaded weight ; 
hence, the braking power of the engine is comparatively high, 
.although it may seem low when we consider the figures only. 



186 

Q. 838. Why is the tender braked at 100 per cent.? 

A. Because it has been found that this percentage can be- 
safely used, on account of the tender always carrying- a certain, 
amount of coal and water above the light weight. 

Q. 839. How have these practices been determined and 
adopted ? 

A. By actual service conditions. 

Q. 840. Is there a different percentage in braking power on 
a car when it is loaded and when it is light ? 

A. Yes ; if a car is braked to 70 per cent., and be given a 
load equal to its own weight, the car v/ill be then braking at 
only 35 per cent. 

BRAKE CYLINDER PRESSURES. CALCULATIONS, ETC. 

Q. 841. What cylinder pressure is used as a basis for com- 
puting the braking power? 

A. Sixty pounds where the quick action triple valve is used,, 
and 50 pounds when the plain triple is used. 

Q. 842. What are the piston pressures on the various size 
brake cylinders ? 

A. They are as follows : 
Size of cylinder 16-in. 
50 pounds pressure. .10,050 
60 pounds pressure. .12,050 

Q. 843. How is the piston pressure in the cyHnder calcu- 
lated? 

A. The diameter of the piston is first multiplied by itself,, 
then that product multiplied by the decimal .7854, and that 
product in turn multiplied by the pressure exerted per square 
inch on the piston. Thus, the calculation of a 60-pound pressure: 
on the piston of an 8-inch cylinder would result as follows : 
8x8=64; 64x.7854=50; 50x60=3000 lbs. 



14-in. 


12-in. 10-in. 


8-in. 


6-in. 


7,700 


5,650 4,000 


2,500 


1,400 


9,200 


6,700 4,700 


3,000 


1,700 



187 



LEVERAGE. 

Q. 844. What is understood by the term "leverage ?" 

A. When taken in connection with car braking, it is a com- 
bination or system of levers, so coupled up and arranged, that 
when actuated by the brake piston pressure, delivers pressure on 
the brake shoes to arrest the rotation of the wheels. 

Q. 845. Are levers always used in combination in air brake 
work ? 

A. Yes ; generally speaking, but in the study of leverage, it 
is found advantageous to divide up the combination and treat 
each lever therein as a single, simple lever. 

Q. 846. How many kinds of levers are used in modern air 
brake practice ? 

A. Three. They are known as levers of the first class, 
second class and third class. 

THE THREE CLASSES OF LE¥ER. 

Q. 847. What is the difference between these three classes 
of levers ? 

A. The location of the three points in the lever at which 
the application of the forces is made determines the class of 
the lever. 




or b 




F+W 



FULCRUM BETWEEN APPLIED AND DELIVERED FORCES. 
Fig. 79, First-class Lever. 

Q. 848. Can a lever disconnected from the combination, or 
system of levers, be determined as a first class, second class or 
third class lever, alone ? 

A. Yes ; but we must know what the forces working on the 
lever are in its place in the combination of levers, before its class 
is known. 

Q. 849. What is illustrated in Figs. 79, 80 and 81 ? 

A. The three classes of levers. Fig. 79 represents a first 
class lever, in which the fulcrum point lies between the points 
where force is applied and the force delivered. The second class 
lever is shown in Fig. 80, in which the force delivered lies 



188 

between the fulcrum point and the force ..ppHed. Fig. 81 shows 
a third class lever, in which the force applied lies between the 
fulcrum point and force delivered. 

Q. 850. What is the meaning of the formulae accompanving 
Figs. 79, 80 and 81 ? 

A. By referring to Fig. 80, the interpretation of the first bit 
of the formulae, which appears as W^"^' — means that the force 

applied, multipHed by the force-applied arm and divided by that 
portion of the lever between the fulcrum and the force-deHvered 
arm, gives the force delivered. The next bit of formulae, 
P__w X b j^eans that the force delivered, multiplied by the dis- 

tance in inches between the fulcrum point and the force de" 
livered point, and divided by the distance between the force- 
applied point and the fulcrum point, equals the force applied. 

^ a 

F X a T, F X d 

" W W — F 

DELIVERED FORCE BETWEEN FULCRUM AND 
APPLIED FORCE. 

Fig. 8o. Second-class Lever. ^ 

Q. 851. By reference to these three Figs., 79, 80 and 81, we 
find that the letters a and b do not always have the same location 
on the lever. Why is this ? 

A. They never have the same location on the three different 
classes of levers, a is the distance in inches between the force- 
applied point and the fulcrum point ; b means the distance be- 
tween the fulcrum point and the force-deHvered point. Although 
these letters change, they merely do so as the class of the lever 
changes. 

Q. 852. Do these letters represent any particular numerical 
value ? 

A. No. They merely represent, in a sort of short-hand lan- 
guage, the length in inches between the points. 

PROPORTION OF LEVERS 

Q. 853. What is meant by the proportion of levers ? 
A. The ability of the lever to deliver a certain force in pro- 
portion to the force applied upon it. 

Q. 854. How is the proportion of a lever found? 




189 



arm. 



A. By, dividing the force-applied arm by the force-deHvered 



Q. 855. What is the force-applied arm ? 

A. The length in inches of that portion of the lever lying 
betwen the force-applied point and the fulcrum point. 
Q. 856. What is the force-delivered arm ? 




o 



F = 



W X 6 



a 

W X 6 



W X d 



F 
F X a 



W 



or 6 := 




APPLIED FORCE BETWEEN FULQRUM AND 
DELIVERED FORCE. 

Fig. 8i, Third-class Lever. 

A. That portion of the lever in inches between the force- 
delivered point and fulcrum point. 

Q. 857. What should be particularly observed by the stu- 
dent in figuring leverage ? 

A. He should be extremely careful to properly locate the 
different points on the lever ; that is, the point at which the force 
is applied, the point at which the force is delivered and the ful- 




• STEVENS SYSTEM OF CAR BRAKE LEVERS. 
Fig. 82. 

crum point. These, at the beginning, should be carefully noted 
and marked down on the sketch by the student when commenc- 
ing to figure an example in brake leverage. 

A GENERAL RULE— A BIT OF USEFUL FORMUL/E. 

Q. 858. Is there not a general rule which can be used, dis- 
regarding the class of the lever? 

A. Yes, it is very simple, worth memorizing, and is as fol- 
lows : Multiply the force appHed by the force-applied arm, in 
inches, and divide that product by the force-delivered arm, in 
inches. The result will be the force delivered. Putting this- 
arithmetically, we have : 



190 

Force x Force-applied arm -^ Force delivered arm, gives Force 

delivered ; or simpler still, we have. 

Force X Force-applied arm of lever . r i i- i 

:^^ rr- ^ 7~^ i^ives lorce delivered; 

rorce-delivered arm of lever 

Or. in the short-hand of figures, we have, 

^=W;for. 

F is the force applied, 
a is the force-applied arm of the lever. 
W is the force delivered, and 
b is the force-delivered arm of the lever. 
Q. 859. What is meant by force-applied point ? 
A. That point on the lever where the pressure, or power, is 
first introduced. 

Q. 860. What is meant by the force-delivered point of the 
lever? 

A. That point of the lever where the force practically 
leaves the lever, through the connecting rod, to proceed to the 
next connecting lever. 




HODGE SYSTEM OF CAR BRAKE LEVERS. 
Fig. 83. 

Q. 861. What is meant by the fulcrum point of the lever? 

A. That point which is practically used as a stationary point 
on which the lever gets its purchase, or, as is commonly known, 
gets its "prying" point. 

TOTAL LEVERAGE 

Q. 862. What is meant by total leverage? 

A. Total leverage, in the continuous combination of brake 
leverage in the foundation brake gear at a car, is an equivalent 
to one single, long lever, if it were possible to use such a lever ; 
but, on account of the inability to do so, a series of several 
shorter, or lower proportioned levers must be employed and be 
connected up into a system to produce the same result that one 
very long lever would do. 

Q. 863. If we speak of the total leverage being 7 to 1, what 
do we mean? 



191 

A. We mean one long, single lever which would deliver a 
force seven times greater than the force applied, or a series of 
several levers combined which would deliver a force seven times 
greater than the force applied. In car leverage, where a series 
of several shorter levers is used in combination, total leverage 
means that this system of levers is capable of delivering a 
pressure at the brake shoes seven times greater than that 
applied by the piston in the brake cylinder. 

Q. 864. Does it matter whether the total leverage on a car 
is 7 to 1 or 15 to 1, for example ? 

A. Yes ; total leverage should never be higher than 10 to 1 ; 
and, if possible, as low as 7 or 8 to 1. 

BRAKE SHOE CLEARANCE. 

Q. 865. Why are these limits placed on total leverage? 

A. Because of the meagre clearance between the brake 
shoes and wheels, and the excessive piston travel when the 
brakes are released. If the total leverage be high, very small 
clearance will be had between the brake shoe and wheel. It is 
to prevent the rubbing of the brake shoes on the wheels, when 
the brakes are released, and the excessive piston travel, that the 
total leverage is kept down below 10 to 1. 

Q. 866. When designing foundation brake gear do we know 
what shoe clearance we are going to ' have when the car is 
equipped ? 

A. Yes ; the shoe clearance is found by dividing the piston 
travel by the total leverage ; thus, if the piston travel is 6 inches, 
and the total leverage is 8 to I, the shoe clearance will be .75 
inches, or J inch. 

Q. 867. Will this amount of shoe clearance be absolutely 
assured and obtainable? 

A. Not exactly, because of the interference of lost piston 
travel on the car. 

LOST PISTON TRAVEL. 

Q. 868. What is meant by lost piston travel? 

A. The piston travel uselessly employed, because of lost 
motion in the brake rigging and the running gear of the car. 
Frequently as much as 1 and H inches lost travel is found in 
the brake rigging of a car. 

Q. 869. What is meant by the Hodge system of levers ? 

A. The Hodge system requires an equalizing lever for the 
hand brake connection as shown in Fig. 83. 

Q. 870. What is meant by the Stevens system of founda- 
tion brake gear? 

A. That shown in Fig. 82, which requires no equalizing 
lever. 



192 

LEVERAGE CALCULATION IN DESIGNING NEW FOUNDATION BRAKE GEAR. 

Q. 871. Please describe the process of calculating the pro- 
portions of the brake levers in a car when equipping a new car 
with brakes. 

A. (1) Multiply the weight of the car by 90 per cent, to get 
the total braking power of the car. (2) Assuming that this is 
an eight-wheel passenger car, divide the number of brake beams 
(all wheels braked) to get the braking power per brake beam. 
(8) Divide by the proportion of brake beam levers to get the 
pull on the top rod. (4) Multiply by 2 to get the pull on the 
middle of the Hodge lever. (5) Add the delivered pressure on 
the outer end of the cylinder lever to the applied pressure on 
the piston end. (6) Multiply delivered pressure on the outer 
end of the cylinder lever by the total length of the cylinder lever. 
(7) Divide by the sum of the applied force on the piston end, 
plus the delivered force on the outer end, and the result will be 
the length of the piston end of the lever. (8) Subtract this 
length from the total length of lever to obtain the outer end of 
the lever. 




TENDER BRAKE LEVERS. 
Fig. 84. 

CALCULATION OF BRAKING POWER ON CAR EQUIPPED 

Q. 872. How can the braking power of a car be calculated 
after it has been equipped? 

A. (1) Multiply the total piston pressure by the force-applied 
arm in inches. (2) Divide by the force-delivered arm to find 
the force exerted on the outer end of the lever ; also the force 
on the opposite end of the tie rod which connects to the middle 
of the Hodge lever. (3) Divide the pull on the middle hole of 
the Hodge lever by 2. On a freight car omit this division. 
(4) Multiply by length of lever between force applied and the 
fulcrum point, and divide by that portion of the lever lying 
between the fulcrum point and brake shoe. (5) If the propor- 
tions are alike in the live lever and dead lever of both trucks 
multiply by 4 to get the total braking power. (6) Divide the 
total weight of the car into the total braking power to get the 
percentage of braking power. (7) Divide the total braking 
powder by the total piston pressure, to get the total leverage. 



193 

BBAKE SHOES AND BRAKE SHOE FRICTION. 

Q. 873. What is a brake shoe ? 

A. A brake shoe is that portion of the brake mechanism 
which is brought in contact with the wheel to control its motion. 

Q. 874. Of what does a brake shoe consist ? 

A. A brake shoe consists of a block of metal or other 
material shaped to fit the curve of the wheel. 

Q. 875. What does a brake shoe do? 

A. A brake shoe, when pressed against the tread of a 
moving wheel, retards its motion, or when pressed against a 
wheel at rest, prevents motion in the wheel, by reason of the 
friction generated between the wheel and the shoe. 

Q. 876. What is friction? 

A. Friction is the resistance to motion between two bodies 
in contact due to the interlocking of projections on the surface 
of each which interrupt or oppose each other, and must be 
broken off, bent or crushed out of shape before the two rubbing 
surfaces can pass each other. 

Q. 877. What is the result of friction? 

A. Wear of one or both of the parts in contact and the 
generation of heat. 

Q. 878. How is the friction or retarding efifect of a brake 
shoe against the wheel expressed? 

A. In terms of "the co-efficient of friction.'' 

Q. 879. What is the co-efficient of friction? 

A. The co-efficient of friction is a figure obtained by divid- 
ing the actual pull of the brake shoe, tending to stop the wheel 
by the load pressing the shoe against the wheel. 

Q. 880. How is the co-efficient of friction usually ex- 
pressed? 

A. The co-efficient of friction of a brake shoe is usually 
expressed in percent, of the pressure applying the shoe, e. g., if 
a brake shoe is pressed against the wheel with a load of 4,000 
pounds and exerts a pull on the wheel of 500 pounds, the co-eifi- 
cient of friction is 500 divided by 4,000 or .125. For convenience 
in use, however, this figure is expressed as 12.5 per cent. Con- 
versely if a brake shoe, having a co-efficient of friction of 12.5 
per cent., is applied with a braking force of 4,000 pounds, the 
retarding effect of the shoe will then be 1 2.5 per cent, of 4000=500 
pounds. 

Q. 881. How has the co-efficient of friction of a brake shoe 
been determined? 

A. The co-efficients of brake shoe friction covering the 
various types of brake shoes in general use have been determined 



194 

by carefully conducted shop tests with full sized shoes and wheels 
and from these tests have been developed the following laws : 

(1) The co-efficient of friction of the brake shoe decreases 
with increase of pressure ; that is, the co-efficient of friction of a 
cast iron brake shoe, acting under a load of 3,000 pounds against 
a wheel moving at 30 miles per hour, averages 28 per cent., 
whereas with the same shoe applied with a load of 6,000 pounds 
against the wheel at 30 miles an hour, it is only 23 per cent. 

(2) The co-efficient of friction of the brake shoe decreases 
with increase of speed ; that is, the co-efficient of friction of a cast 
iron shoe with a load of 3,000 pounds applied to a wheel at 30 
miles an hour is 28 per cent. With the same shoe acting under 
the same load on a wheel moving at 54 miles an hour, the co- 
efficient of friction is 20 per cent. 

(3) At a constant speed, the co-efficient of friction of a 
brake shoe diminishes with increase of time of application. 

(4) The retarding effect of the brake shoe at very low speeds 
and just before the wheel stops, rises very rapidly as the wheel 
stops. 

Q. 882. What do we learn from the fact that the brake 
shoe friction decreases with increase of pressure and increase of 
speed? 

A. That in stopping a train at high speeds, the use of heavy 
and extreme braking pressure is allowable while the speed is 
high. 

Q. 883. What do we learn by the fact that the brake shoe 
friction increases with decrease of speed, and particularly, rises 
rapidly when the wheel is slowed dowm? 

A. That it is necessary to reduce the extreme braking pres- 
sure as the speed diminishes. 

Q. 884. How is this illustrated in actual service? 

A. By what is known as the high speed brake, which uses 
high power at the instant of application, reducing in effect as 
the speed of the train diminishes, or by the use of a hard appli- 
cation and a release and lighter application of the brakes as the 
speed diminishes. 

Q. 885. What would happen if a high braking pressure was 
continued throughout the full stop? 

A. The wheels would stop revolving before the train 
stopped, which would cause the wheels to be flattened. 

Q. 886. Why would the wheels stop revolving, before the 
train stopped? 

A. Because the pull of the brake shoe has exceeded the pull 
of the rail on the wheel. 



195 

O. 887. What is the hmit of braking pressure or retarding 
effect allowable in the brake shoe? 

A. Experience has demonstrated that the pressure applied 
to the ordinary brake shoe cast iron should not exceed 90 per 
cent, of the weight holding the wheel to the rail, or the brake 
shoe would stop the motion of the wheel before the train came 
to a stop. This is because there is a greater area of contact 
between the shoe and the wheel. The brake shoe pull should 
always be less than the pull of the rail, to avoid sliding the 
wheel. 

Q. 888. Why is it objectionable to have the brake shoe 
block the wheel before the train stops? 

A. Because the energy in the train which causes it to move 
•can be neutralized much more rapidly by the action of the brake 
shoe slowing up the wheel than by the wheel sliding on the rail 
and a shorter stop be made; also because the wheel sliding on 
the rail would injure the wheel as well as the rail. 

Q. 889. What happens when the brake shoe is pressed 
against a revolving wheel? 

A. When the brake shoe is applied to a wheel in motion, 
there results a transformation of energy; the force represented 
by the loaded wheel in motion is turned into heat. 

Q. 890. What else happens? 

A. The brake shoe is worn and the wheel is worn. 

Q. 891. What causes this wear? 

A. Heat and motion. The moment the two surfaces come 
together a high degree of heat is generated at the point of con- 
tact, depending entirely upon the rate at which the motion in 
the train is absorbed. The quicker the stop, the higher the heat. 

Q. 892. What becomes of this heat? 

A. The heat generated at the face of the wheel by the brake 
•shoe is dissipated in various ways ; in heated particles of metal 
ground off from the wheel and the shoe and thrown off to be 
burned as sparks by contact with the air ; in heat absorbed by the 
wheel and dissipated by the air ; and in heat forced into and 
through the brake shoe and brake head into the air. 

Q. 893. How does it happen that some brake shoes act dif- 
ferently than others in regard to disposition of heat? 

A. Because of the difference in heat conductivity of the 
various materials used in the construction of the brake shoe, 
some allowing heat to penetrate through to the air much more 
rapidly than others. 

Q. 894. What effect has heat upon the action of the brake 
.^hoe? 



196 

A. This has not been definitely settled by actual tests. It 
is believed, however, that when the body of a soft cast iron shoe 
is highly heated the friction falls because the metal loses its 
strength, whereas with a hard or chilled cast iron shoe, intense 
heat softens and makes the metal take hold much better. 

In the case of shoes of steel or v*^rought iron, extreme tem- 
perature on the face causes the metal to flow and particles of the 
tire and shoe to weld to the shoe face, making hard spots which 
may injure the steel tired wheel. 

Q. 895. What is meant by a plain cast iron shoe? 

A. The term ''plain cast iron shoe" is applied to an im- 
flanged brake shoe of gray iron, without inserts and unchilled. 

Q. 896. What is a flanged brake shoe? 

A. A flanged brake shoe is one which extends over the 
outer tread and flange of the wheel. 

O. 897. What is a recessed brake shoe? 

A. The name ''recessed" is applied to a flanged brake shoe 
having the metal partially removed in the wearing face of this 
shoe over the limits of rail wear on the tire. 

Q. 898. What is a steel back brake shoe? 

A. A steel back brake shoe is one having a plate of mild 
steel bent up to conform to the radius of the shoe, located at the 
back of the shoe and connected by the bod}^ metal running 
through perforations or around the edges of the steel back. 

Q. 899. What is the object of the steel back? 

A. The object of the steel back is to prevent loss of parts 
of the shoe in event of the body metal cracking. 

Q. 900. Why is a steel back necessary in a brake shoe? 

A. A steel back is necessary in a brake shoe because it pre- 
vents failure in the shoe by reason of the body metal cracking. 

Q. 901. What is the best metal for the brake shoe? 

A. The best metal for the brake shoe, in the light of experi- 
ence to date, for all classes of service, is cast iron. 

Q. 902. Why is cast iron the best metal for the brake shoe? 

A. Cast iron is the best metal for the brake shoe because of 
its peculiar properties, which make it grind awav against the 
wheel without injury to the wheel, and yet ofifer resistance 
enough to furnish a high retarding eft'ect. Also on account of 
its cheapness and the facility with which it can be manufactured 
into the various forms. 

Q. 903. What are the objections to the cast iron brake 
shoe? 

A. The objections to the cast iron shoe are its structural 
weakness, the low tensile strength, and liability to fracture under 
blows and the high temperature incident to a hard or long appli- 



197 

-cation of the brakes, the strength of the cast iron being very 
much reduced when highly heated. 

Q. 904. What means have been devised to continue the 
use of the cast iron brake shoe? 

A. The durabiUty of the cast iron shoe has largely been 
increased by local hardening or chilling and by the addition of 
inserts of tougher and harder metal in the shoe face which inter- 
rupt the rapid grinding away of the cast iron, always retaining 
in the wearing face of the shoe a large proportion of unchilled 
•cast iron. 

Q. 905. What is the effect of inserts or chilling in the ordin- 
.ary cast iron brake shoe? 

A. In general the use of inserts of hard and brittle metal or 
-chilling iron in a cast shoe make it structurally weak, and require 
that the cast iron body be strengthened by a steel back or other 
means of reinforcement to prevent the shoe failing in service and 
to continue the shoe in service until it has been worn down to 
the reinforcement. 

Q. 906. What otlier means are applied to improve the cast 
iron brake shoe? 

A. The use of wrought metal lugs and attaching points 
made practically integral with the steel back, increase the value 
•of the cast iron shoe by preventing failure through the attach- 
ing points when the shoes are in service or while being handled 
before going into service. 

Q. 907. What is a Christie brake shoe? 

A. A Christie brake shoe is one having a central transverse 
loop shaped lug which passes into a recess in the brake head and 
receives a wrought metal key which passes through openings in 
the brake head and the lug in the shoe. It is a reversable shoe, 
and is a standard generally approved by the railroads of the 
United States. 

Q. 908. Is there any dift'erence in the action of brake shoes 
•on chilled wheels and on steel tired wheels? 

A. Yes. Under similar conditions of application unchilled 
cast iron shows a higher co-efficient of friction on the chilled 
wheel than on the steel tired wheel. Chilled cast iron shoes, or 
shoes with hard inserts, show practically the same retarding 
effect on both wheels. Shoes with soft iron body and ductile 
inserts show higher friction on the chilled wheels than on the 
steel tired wheels so long as the ductile metal does hot flow, 
burn and cut into the steel tire. 

Q. 909. Is there any choice in the selection of shoes for 
chilled wheels and steel tired wheels? 



198 

A. Yes; shoes like the Congdon shoe, where there is a 
heavy insert of wrought metal, should not be used on steel tired 
car wheels. 

Q. 910. Is there any advantage in the use of a flanged car 
shoe? 

A. Yes; there are many advantages. 

Q. 911. What are they? 

A. The flanged shoe retains its position on the wheel by 
reason of the bearing over the flange, and wears the wheel uni- 
formly. The flanged shoe exerts a greater retarding effect than 
an unflanged shoe of the same length. The use of a flanged 
shoe with recessed face tends to keep down the height of the 
flange and the outer tread, delaying the time for tire turning. 
The use of the flanged shoe prevents excessive flange wear, 
which occurs when the imflanged shoe is forced off the wheel on 
one side, bringing the opposite shoe against the wheel flange. 
The flanged shoe prevents the loss of shoes due to the shoe wear- 
ing off the wheel and reduced braking effect from reduced area 
in contact with the wheel. 

Q. 912. What are the objections to the use of the unflanged 
shoe? 

A. The impossibility to concentrate the wearing action of 
this shoe continually on the same part of the wheel tread ; ten- 
dency of the unflanged shoe to wear toward the flange on one 
side and off the wheel on the other end of the brake beam and 
consequent loss of braking efficiency and shoes. 

Q. 913. Are wheels more liable to be flattened with flanged 
shoes than with unflanged shoes? 

A. Not when the brakes are properly handled. Careless 
handling of the brakes will slide wheels with both shoes, but the 
greater grip of the flanged shoe will block the wheel more 
quickly than the same treatment with an unflanged shoe. 

Q. 914. How can flattened wheels be prevented in the use 
of the flanged shoe? 

A. By a hard application of the brake to bring the train 
under control, with an early release and light application to bring 
the train to a stop. 

Q. 915. What is tire dressing? 

A. Tire dressing is the action of the brake shoe in wearing 
down the tire where it is not worn into by the rail. 

Q. 916. What is a tire dressing* brake shoe? 

A. A tire dressing brake shoe is one which has the braking 
surface of the shoe concentrated over that portion of the tire 
not worn into by the rail. 



199 

Q. 917. What are the peculiar features of a tire dressing 
shoe? 

A. Metal of a hard, tough nature disposed in the cast iron 
body so as to form cutting edges in the shoe face bearing on the 
top of the flange and outer tread. ]\Ietal in the shoe body of a 
tough, ductile nature like mild steel which will drag or burn off 
the particles of the tire. 

Q. 918. Where is a tire dressing shoe needed? 

A. A tire dressing shoe is a necessity on locomotive driving 
wheels. 

Q. 919. Why a necessity on driving wheels and not on car 
wheels? 

A. Because the driving wheel of a locomotive is forced 
against the rail by the steam pressure and carries a heavier load, 
which causes the rail to cut into it more rapidly than in the case 
of a car wheel. 

Q. 920. W^hat are the principal tire dressing elements in 
use in brake shoes? 

A. Hard crucible cast steel inserts and soft steel. 

Q. 921. Is cast iron a tire dressing medium? 

A. It is not. 

Q. 922. Wliat is the object of tire dressing? 

A. To delay the time when the engine must be shopped 
for tire turning; and for this reason all driver brake shoes should 
be designed to wear the tire where the rail does not, and to have 
the cutting medium concentrated over the top of flange and outer 
tread. 



200 

ROUND HOUSE, OR TERMINAL TEST OF ENGINE BRAKES. 

Q. 923. How often should the air brake and signal 
apparatus on the engine be tested? 

A. After each trip, that its condition may be known and 
any necessary repairs be made. 

Q. 924. What should be tested first? 

A. The air pump and pump governor, to see that the proper 
amount of air pressure is supplied and carried. 

Q. 925. How should the air pump be tested? 

A. With a full head of steam, and it should be noticed that 
it accumulates the pressure sufficiently fast. The inspector 
should note the time the pump consumes in raising the pressure 
from 50 to 60, 60 to 70, 70 to 80, and 80 to 90 pounds, etc. This 
for the information of the inspector, to enable him to judge if 
the pump is attaining the pressure fast enough. In judging this 
time, allowance must be made for the capacity of the main drum, 
and it should first of all be drained of any accumulation of water 
or other matter. 

Q. 926. How should the governor be tested? 

A. It should be noted what pressure it allows to be carried, 
and if incorrect, it should be regulated. It should also be tested 
for sensitiveness, to see that it will start the pump promptly on 
light reductions. 

Q. 927. What should next be inspected? 

A. The brake valve. It should be noted that the valve 
works freely, that the rotary valve is tight and that the feed 
valve does not permit more than the proper amount of train 
line pressure to accumulate. The valve should be placed in 
service position to note that the equalizing piston responds 
promptly to light reductions, and the flow from the preliminary 
exhaust should also be noted, to see if it has a good, free 
exhaust. 

Q. 928. What is to be noticed next? 

A. The gauge. It should be in such a position as to allow 
the engineer to easily read it either at night or during the day, 
and with the brake valve handle in full release position both 
pointers should register the same pressure, as the pressures are 
equal in that position. Supplementary to this test, a test gauge 
should be attached to either one of the pressures to ascertain if 
the pointer registering that pressure is correct. 

Q. 929. What is to be tested next ? 

A. The train pipe and main reservoir for leakage. 

Q. 930. How is this test made? 

A. With proper train pipe and main reservoir pressures, the 
brake valve handle should be placed on lap position, and the 



201 

l3lack hand noted. If the black hand falls, it denotes train pipe 
leakage, but if it remains stationary, and the pump continues to 
work freely, it denotes leakage of main reservoir pressure. 

Q. 931. In case of train pipe or main reservoir leakage, how 
■can same be located? 

A. By the use of soapsuds placed on pipe connections, or 
the use of a torch. 

Q. 932. What is to be tested next? 

A. The piston travel of the driver and tender brakes. Also 
the condition of the packing leathers in the brake cylinders, and 
where the pull brake is used, the packing in the stuffing boxes 
•should also be noticed. To ascertain the condition of the pack- 
ing leathers, • stuffing box packing and connections, a gauge 
should be attached to the brake cylinder, that the pressure may 
be noted at ten second intervals. Information of an interesting, 
and in some cases of a startling, nature will be thus obtained. 

Q. 933. If the truck brake is used in connection with the 
'driver brake cylinder, would not leakage in same afifect the 
'driver brake cyHnder pressure ? 

A. Yes ; and to locate the trouble the brakes should be 
■operated independently, which can be done by closing the cut- 
•out cock in the cylinder pipe. 

Q. 934. What is the proper piston travel for driver brakes ? 

A. About 4 or 5 inches, or a travel that will give as near 
-50 pounds brake cylinder pressure in full service application, 70 
pounds train line pressure, as can be obtained. 

Q. 935. What is the proper piston travel for tender or 
truck brakes? 

A. About 8 inches. Not less than 5 inches, nor more than 
8 inches, or about the same as for car brakes. 

Q. 936. In adjusting cam driver brakes, what is it neces- 
rsary to observe ? 

A. That the cam screws are equally adjusted, that the point 
•of contact may be kept in line with the piston rod. 

Q. 937. What is to be tested next?* 

A. The signal apparatus. This should be tested by the 

•device usually employed by inspectors and not by opening the 

signal line stop cock on the rear of tender or front of engine. 

It should be known that the signal valve responds to light re- 

'ductions, but at the same time will not respond to reasonable 

leaks; that the pressure reducing valve supphes the proper pres- 

rsure to the signal line promptly and does not leak. 

Q. 938. What is the standard signal Hne pressure? 

A. Forty pounds. 



202 

Q. 939. What are the effects of the leaks in the air brake 
apparatus ? 

A. Overworks the pump. Leaks in the train pipe pressure 
have a tendency to apply brakes ; leaks in the auxiliary reservoir 
pressure have a tendency to release brakes ; leaks in the brake 
cylinder or its connections cause the brake to leak off. 

Q. 940. Suppose an air gauge registers correctly on the. 
shop testing machine but registers wrong when placed on the 
engine. What is the cause ? 

A. Rigid iron pipe connections carelessly made will some- 
times throw a twisting strain on the gauge and cause it to 
register wrong. Copper pipe is best for gauge connections. 

Q. 941. With the engineer's brake valve in release position, 
and the main reservoir and train pipe pressures equalized, what 
would be wrong if the red gauge pointer shows more pressure 
than the black pointer? 

A. The gauge would not be correct. 

Q. 942. What pointer would be improperly adjusted in this 
case? 

A. It would be difficult to tell without removing the gauge 
and making the proper test on the testing machine. 



203 

HANDLING TRAINS. 
LEVEL ROAD BRAKING. 

Q. 943. In making an application of the brakes for the 
purpose of stopping or reducing the speed of the train, except 
in emergency appHcation, how much pressure should be drawn 
from the train pipe at the first reduction? 

A. This depends on whether it is a passenger or freight 
train, but about 5 to 7 pounds, generally. 

Q. 944. Why not less than this amount? 

A. Because the reduction would not be sufHcient to force 
the brake pistons over the leakage grooves in the cvlinders. 

Q. 945. Why so? 

A. Because with a passenger train the speed would largely 
govern the amount of the first reduction, wherein, with a freight 
train, the length of the train would largely be the governing 
factor. 

Q. 945|^. Why should the speed govern the amount of re- 
duction on a passenger train? 

A. Because at high speed the amount of reduction can be 
heavier than at a lower speed, this being on account of the lower 
brake shoe friction at the higher speeds, while with the freight 
train, the length of the train should largely govern the amount, 
owing to the slowness in which the train pipe pressure is reduced 
and the amount of air that passes back through the feed grooves 
in the triple valves, as well as loss through the leakage grooves 
of the brake cylinders. Train pipe leaks, however, should in all 
cases be considered during these reductions, but in any case, the 
first reduction should never be less than c pounds. 

Q. 946. After the first reduction, how much pressure should 
be drawn from the train pipe at any one reduction ? 

A. This must be governed entirely by the circumstances^ 
but the best results are obtained by not using more than three or 
four pounds at any one reduction after the first one. 

Q. 947. How many applications should be used for the 
ordinary station stop with a passenger train ? 

A. Two ; in all cases where possible to do so. 

Q. 948. Why use two? 

A. It insures a greater accuracy and permits holding the 
brakes on until a full stop without the usual disagreeable lurch, 
thus insuring the train standing still after the stop is made. 

Q. 949. Should the brakes be held .applied on a passenger 
train while standing at a water tank or coal chute? 

A. Yes ; if they were released and the engine throttle leaked 
slightly, the train might start to move, and before it could be 
stopped cause damage. 



204 

Q. 95Q. Is there any other time that the stop could be made 
in this manner to good advantage ? 

A. Yes ; when stopping at short platforms to load express 
matter or baggage, or on grades where the brakes must be held 
applied to a full stop in order to stop the train. 

Q. 951. How is such a stop made? 

A. The first application should be so made that if allowed 
to remain applied it would stop the train a little short of the 
desired point, but when the speed is low, the brakes should be 
released, the brake valve being immediately returned to lap 
position and the brakes then applied lightly as may be necessary 
until the stop is made. 

Q. 952. What is meant by one application? 

A. From the time the brakes are applied until they are 
released, no matter how many reductions, is one application ; 
after they have been released and are reapplied is the second 
application. 

Q. 953. About what speed should the train be moving when 
the first release is made? 

A. That depends upon the length of the train. If the train 
is short, the brakes can be released with safety; however, with 
a very long train, the speed must be low, as the shock would be 
hard which would do much harm. 

O. 954. How is the shock avoided if the brakes are held 
on until a full stop ? 

A. The train being moving at a slow rate of speed when 
the second application is made, it is of necessity a very light 
application, and a light application causes very little or no shock 
when held on until a full stop. 

Q. 955. Why is it essential to return the handle to a lap 
position after releasing when a second application is desired ? 

A. To avoid overcharging the train pipe above the auxiliary 
reservoir pressure. 

Q. 956. What efifect does such overcharging have ? 

A. Makes the brakes slow to respond, and wastes air pres- 
sure. 

Q. 956^. In releasing brakes on a long freight train, how 
long should the brake valve handle be left in release position? 

A. That depends somewhat on the length of the train, 
amount of reduction that has been made and the size of and 
amount of the main reservoir pressure. The best rule in this 
case would be to leave the brake valve handle in release position 
until the main reservoir and train pipe pressures equalize, wh^n 
it should be moved to running position. 



205 

Q. 957. Should the independent driver brake, such as the 
straight air equipment, be used at the time the automatic brakes 
are being released on train? 

A. Yes ; if applied just before, or at the time the automatic 
brakes are being released, it is a great assistance in preventing 
the slack from running out too severely. 

Q. 958. Why is it bad practice to use more than two appli- 
cations in stopping? 

A. Because each application decreases the auxiliary reser- 
voir pressure, and repeated applications, without recharging, 
soon reduce this pressure so low as to materially reduce the 
holding power of the brakes. 

Q. 959. With a passenger train at ordinary station stops, 
when should the brakes be released, and why ? 

A. A sufficient time before stopping, to avoid the backward 
lurch. If the brakes are released a sufficient time before stop- 
ping to prevent the driving wheels from revolving backw^ards 
when the train stops, this will be accomplished. 

Q. 960. Can this lurch, caused by the tilting of the trucks,. 
be avoided any other way than by releasing as mentioned ? 

A. Yes ; if the engine throttle is opened slightly at the time 
the train stops, just enough to hold the train until the trucks 
resume their normal position, the lurch will be avoided. This 
last-named method is not recommended, however, as it has a 
tendency to make the engineer careless, and may cause the 
steam in the cylinders of the engine to move the train forward 
after it has been brought to a standstill. 

Q. 961. In steadying a train around a curve, when should 
the brakes be applied? 

A. While on the straight line just before reaching the curve. 
This rules does not apply to descending grades, however, as then 
the curve should be taken advantage of to recharge. 

Q. 962. In handling a freight train, either partly or wholly 
equipped with air brakes, how should the appHcation for an 
ordinary stop be made? 

A. When shutting off steam, the engineer should allow for 
ample room for making the stop, and after shutting off should 
wait a little while for the train to settle and the slack to run up' 
if it will. After this interval he should make the first reduction, 
which amount should be largely governed by the length of the 
train and tightness of the train pipe, but in no case should it be 
less than 5 pounds, and again wait for the slack to come up. 
Simply shutting off steam will not always bunch the train, and 
the first reduction should not exceed the amount stated, that 
the slack may not come up too quickly. After the slack is. 



• 206 

bunched, the engineer may follow up as circumstances and judg- 
ment dictate, only it should be borne in mind that the brakes, are 
not to be released until a full stop is reached. In order to avoid 
the necessity of a release, the application should be as gradual 
as possible, each reduction being no heavier than is required at 
that time. 

Q. 963. What precaution should be taken if brakes are 
released when the train is moving slowly ? 

A. The engine throttle should be left closed at least until 
the rear brakes are entirely released. The idea, which is preva- 
lent to a considerable extent, that the brakes are released the 
instant the handle reaches release position, is erroneous, and if 
the throttle is opened carelessly at this time damage from brake- 
in-twos will follow. 

Q. 964. Why is it that th& brakes must be held applied' 
with a freight train until the stop is completed, while with a 
passenger train they are released before stopping? 

A. Principally on account of the slack in the long train. 
The shock met with in passenger service if the brakes are held 
on until a full stop, is not met with in freight service on account 
of the different method of hanging the brake beams. The shock 
met with in freight service is caused by the slack running out, 
and if the throttle is opened before this slack runs out there is 
liability of parting the train. This slack running out, even when 
steam is not used, may be sufficient to break the train in two 
if the rear brakes "hang" or fail to release. 

Q. 965. On a very long passenger train, should the brakes 
be released before coming to a standstill to avoid shock? 

A. No ; brakes should be held on until the train comes to 
a standstill, the same as with a freight train. A two-application 
stop should be practiced, and the second application should be 
light and be held on to a standstill, else a break-in-two will 
result. 

Q. 966. In backing a freight train out of a side track, the 
train being only partly equipped with air brakes, how should the 
brakes be applied? 

A. A few hand brakes should be set at the rear of the train 
to hold the slack bunched against the engine, and the train then 
carefully stopped with the air brakes if it is so desired. 

Q. 967. Upon the application of the air brakes under such 
•circumstances, would the slack not run out? 

A. Yes ; but the hand brakes being set would prevent it 
from running out fast enough to cause damage. 



207 

Q. 908. In the event of the engineer finding that he is 
sHding the wheels on the train, what is the first thing he 
should do ? 

A. If he has the brakes applied at the time, and can do so, 
he should release them, and before reapplying should get some 
sand on the rail, and then keep the rail continuously sanded until 
the stop is made. When applying for the next stop, if the raihis 
bad, he should use sand before the brakes are applied, or at 
least while they are applied lightly, and keep the rail contin- 
uously sanded until the stop is completed. 

O. 969. Of what benefit is the use of sand in a case of this 
kindT 

A. The primary use of sand is to create a greater adhesion 
of the wheels to the rail and lessen the likelihood of skidding 
them. The rail, for this reason, should be sanded during the 
entire stop and before the brakes are applied, or at least while 
moderately applied ; otherwise if the wheels lock and slide first, 
the benefit of the sand is entirely lost. 

Q. 970. If the wheels are sliding, would the application of 
sand to the rail start them revolving again? 

A. No ; they would continue to slide, and sliding on sand 
would cause them to cut badly. 

Q. 971. In the event of the engineer having used full 
braking power to make the stop, though not having applied 
soon enough, if he finds that he will still run past the station, 
would it be good policy to sand the rail ? 

A. No ; unless it is a case of emergency. Possibly some 
wheels are sliding, and if they are, the application of sand to the 
rail would cause very bad flat spots. 

Q. 972. How would the cause of wheels sliding be located? 

A. If the brakes released all right, and the wheels did not 
slide because the brake "stuck" or "dragged," it should be 
applied to ascertain the piston travel. If the travel was found 
to be too short, before any alteration was made the hand brake 
should be examined to see if it had been partially set. If the 
hand brake was free the travel should then be adjusted by the 
dead lever. If the piston travel was found on inspection to be 
correct, the leverage should then be calculated to ascertain if 
too much power was being developed. 

GRADE BRAKING. 

Q. 973. How would the brakes be operated in handling 
pains on long descending grades? 

A. They should be applied forcibly in sufficient time to per- 
mit safe holding of the train. Before reaching a sharp curve, or 
let up, in the grade, the train should be slowed down, and as it 



208 

reached the curve, or let up, the brakes should be released, and 
the auxiliaries recharged while passing such a point, whenever 
convenient and possible. 

Q. 974. Why is it preferable to apply the brakes when going 
slowly, instead of allowing the train to attain its maximum speed? 

A. Because when going slowly, a light reduction will hold 
it at that speed, or at most will allow it to increase in speed very 
gradually. In holding a train on a grade, the prime considera- 
tion is safety. The more air that is taken from the auxiliary res- 
ervoirs to hold the train, the more will have to be replaced when 
they are recharged. This consumes time which cannot then be 
spared. 

Q. 975. In recharging in a case of this kind, where should 
the brake valve handle be placed? 

A. In the full release position, and left there until the train 
is charged to the maximum pressure, the valve handle then 
being returned to running position. 

Q. 976. Why not leave the handle in full release position 
until ready to reapply? 

A. Because of the liability to overcharge the train, the feed 
valve being inoperative in that position. 

Q. 977. Does the condition of the triple valve feed grooves 
affect the engineer's ability to handle a train on a long heavy 
grade ? 

A. Yes; to a great extent, as dirty feed grooves restrict the 
recharging of the auxiliary reservoir. 

Q. 978. In recharging on grades, what should be kept in 
mind? 

A. That safety is the first consideration. To obtain this 
the train should be recharged as often as opportunity presented 
itself, endeavoring to keep the train under control and as near 
the maximum pressure as possible, avoiding unnecessary re- 
charging. 

Q. 979. Does the condition of the triple valve feed grooves 
affect the engineer's ability to handle a train on a long heavy 
grade? 

A. Yes; to a great extent, as dirty feed grooves will not 
allow the auxiliary reservoirs to be charged promptly. 

Q. 980. Should the engineer attempt to maintain a uniform 
speed in descending grades? 

A. Yes; where practicable, but there are other and more 
important points to be considered first, uniformity of speed being 
a secondary consideration. 

Q. 981. Can any rules be laid down for handling trains on 
grades? 



209 

A. Only in a general way. Local conditions must govern 
each individual case and judgment be used accordingly. 

DOUBLE HEADING. 

Q. 982. Where two or more engines are coupled to a train, 
which engineer should operate the brakes? 

A. The one on the lead engine always. 

Q. 983. How should the other engineers proceed? 

A. Close the stop cock in the train pipe below the brake 
valve, carry the brake valve handle in running position and run 
the pump as if they were operating the brakes. If the engine 
is not supplied with a cut-out cock, the brake valve handle should 
be placed on lap position. The air pump should be throttled to 
run slower in this case. 

Q. 984. If the second engine is not provided with a stop 
cock in the train pipe for double heading, is it advisable to plug 
up the train pipe exhaust of the brake valve? 

A. No; when the lead engine cuts off from the train, if the 
second engineer fails to remove the plug it might prove danger- 
ous. Fatal accidents have resulted from this cause, and it is 
better not to require the engineer to run any unnecessary risk. 
Stop cocks are furnished with all brake valves to be used for this 
purpose, and they should be used. 

EMERGENCY STOPS. 

Q. 985. In case of an emergency, how should the brake 
valve be handled? 

A. It should be moved to the emergency position and 
allowed to remain there until either the train stops or the danger 
is past. Sand should also be applied to the rail. 

Q. 986. Would it not be better to return the handle to lap 
position after a quick reduction has been made? The object 
being to save train pipe pressure to assist in releasing. 

A. No; there might be some cars with plain triple valves in 
the train, or quick-action triples that are cut out or piped cars. 
If enough of these are together, quick-action would not jump 
them, and all brakes would not be fully applied. There is also 
a possibility of the rush of air from the rear to the head end of the 
train, causing the head brakes to release. The first considera- 
tion in a case of emergency is to stop, and to do that as quickly 
and surely as possible, the brake valve handle should be left in 
the emergency position. 

Q. 987. if the engineer had the brakes partially applied in 
service application, as if to merely reduce speed over bad track, 
and should be suddenly flagged, what should he do 



'210 

A. Put the valve handle in the emergency position and leave 
it there until stopped, the same as before. 

Q. 988. Would he get quick action vmder those circum- 
stances? 

A. That depends on the amount of reduction made in ser- 
vice and the length of the piston travel. With only a light reduc- 
tion and standard or long travel, he would get partial quick 
action, but would not get full quick-action brake cyhnder pres- 
sure. With short travel or heavy reductions in service he would 
not get quick action, but would get a full service application. 

Q. 989. Could he gain anything by placing the handle in 
release position for a moment before going to the emergency 
position? 

A. No; it would be dangerous to do so. Such an action 
would release the brakes when they were needed most, would 
make them slower to apply by overcharging the train pipe, and 
when applied they would be even weaker than a service applica- 
tion would have been at the start. 

O. 990. If the engineer had the brakes applied with a 25- 
pound service application and was flagged, would it be policy for 
him to put the brake valve in the emergency position? 

A. Yes; if it was a case of emergency. Possibly some of the 
brakes have leaked partly off. The emergency application would 
set them fully again. 

Q. 991. If the engineer was handling a partially equipped 
train, as was mentioned in a preceding question, and was flagged 
in such a manner as to require an emergency application to stop 
in time, would it be policy for him to first bunch the slack of the 
train before going to the emergency? 

A. No; so doing would destroy part of the brake power 
that he needs. A few drawheads are easier and cheaper to re- 
place than a whole caboose or an engine. 

Q. 992. In a case of emergency, should an engineer reverse 
the engine if it is equipped with a driver brake? 

A. No; even if it is a poor brake, the wheels will lock and 
slide, and sliding wheels would not hold as much as if they were 
revolving. 

Q. 993. In case the brakes are applied suddenly from the 
train, what should the engineer do? 

A. Place the brake valve handle on lap position until a 
signal is given to release the brakes. 
Q. 994. Why is this done?. 

A. To maintain thd main reservoir pressure and prevent its 
escape, thereby providing for a prompt release of the brakes. 



211 

Q. 995. How should the conductor's valve be operated 
v/hen necessary? 

A. It should be pulled wide open and held open until the 
train stops, and then before leaving it, the valve should be closed. 

Q. 996. Why is it necessary to hold the conductor's valve 
open until the train is stopped? 

A. Because if it is closed and the engineer has not placed 
the brake valve on lap position, the brakes will release. 

Q. 997. What does this valve do when it is opened? 

A. It sinjply makes an opening from the train pipe to the 
atmosphere, very much the same as would be done if an angle 
cock is opened, or a hose coupling parted. 

Q. 998. Can brakes be released by the conductor's valve? 

A. No; it must be remembered that to release brakes it is 
necessary to either put air into the train pipe or take it out of the 
auxiliary reservoirs. The conductor's valve will not do either 
of these. 

BURSTED HOSE AND BROKEN TRAIN PIPES. 

Q. 999. Should the brakes apply suddenly, without the aid 
of the engineer or train crew, what should be looked for? 

A. Either a bursted hose or the train parted. 

Q. 01. In the event of a bursted hose on a passenger train, 
and there was noi extra hose in the supply box, what could be 
done? 

A. Remove the hose from the rear end of the last car and 
use it. 

Q. 02. Should the cross-over pipe be broken, is it necessary 
to shift this car to the rear of the train ? 

A. No; if the break is between the stop cock and the triple 
valve, the stop cock should be closed and the release valve 
opened. If the pipe is broken between the stop cock and the 
main train pipe, it may be plugged. 

Q. 03. In passenger service, if the train pipe should burst 
or be broken, should the car be shifted to the rear of the train? 

A. Not necessarily; a section of freight hose can be tele- 
scoped over the broken pipe and wrapped with a cord. Again, 
air may be made to pass to the rear through the signal pipe on 
the disabled car by the use of combination signal and train pipe 
couplings, which will allow of the signal pipe of the' disabled car 
being attached to the train pipe of its adjoining cars. It is the 
general practice, however, to switch such cars to the rear on 
account of the lack of the material to make the changes men- 
tioned. 

Q. 04. When such a car is put on the rear end of a pas- 
senger train, what precautions should be taken? 



212 

A. The hose should be coupled between It and the car ahead 
of it, and the angle cock opened on the car ahead, but the angle 
cock on the disabled car closed. This keeps air pressure in the 
hose couplings, and if the train should part there, the brakes- 
would apply on the head section. It is also good practice to 
have a man remain on the disabled car all the time if practicable. 

BREAK-IN-TWOS. 

Q. 05. In case of a train parting between air-braked cars. 
on the head end, the train being partially equipped, say 5 air- 
braked and 25 non-air braked cars, what should the engineer do?" 

A. Close the engine throttle immediately and place the 
brake valve handle on lap position. 

Q. 06. Why not try tO' pull away from the rear end of the 
train ? 

A. He could not get away a safe distance, and a short dis- 
tance would only increase the violence of running together. By 
shutting ofif steam immediately the distance of separation would 
be short and the shock of running together would be proportion- 
ately slight, both sections of the train being in motion at the 
time. 

Q. 07. Upon coupling up after parting a train of air-braked 
cars, should the rear brakes refuse to release in any number, 
would it be advisable to "bleed" them off? 

A. No; by SO' doing we have no assurance that the engine 
is cut in to the rear end of the train. They should in all cases 
be released by the engineer. 

Q. 08. What should he do to release them? 

A. Place the brake valve handle on lap position and secure 
excess pressure. By throwing this into the train pipe quickly it 
should release them if they are all cut in. 

Q, 0'9. Why is it not advisable to^ pump brakes ofif? 

A. Because the train pipe pressure would be raised so slowly 
it might cause brakes to^ stick on the rear end of the train. 

Q. 010. Is it necessary to make a test of the brakes after the 
train has been parted? 

A. Yes ; in all cases, to ascertain if the train pipe is open 
throughout the train. 

USE OF HAND BRAKES. 

Q. Oil. In assisting the engineer with hand brakes, where 
the train is only partially equipped with air brakes, where should 
the hand brakes be set? 

A. Immediately behind the air-braked cars. 

Q. 012. Why not near the rear end of the train ? 



. 2ia 

A. Because of the liability of breaking in two if the engineer 
releases when going slowly. 

Q. 013. Do the hand brakes work in unison with the air 
brake on passenger equipment cars ? 

A. Not on all cars, although it is now becoming the general 
practice to have them do so. 

Q. 014. In setting ofT cars what should be done? 

A. The stop cocks, or angle cocks, should be closed first 
and the hose parted by hand and hung up properly, the car set 
on the side track, the air brake released if applied, and the hand 
brake set before leaving it. 

Q. 015. Why not set the hand brake before releasing the 
air brake ? 

A. On some cars it would be set too tight and be liable to 
break the chain when the pressure on the piston of the brake 
cylinder was released ; on others it would not be set at all. 

Q. 016. Where cars are to be left alone for any length of 
time on a grade and have the air brakes .applied, what should be 
done ? 

A. The air brakes should be released and hand brakes set. 

BLEEDING OFF BRAKES. 

Q. 017. In cutting out a brake, why is it necessary to always 
bleed the auxiliary reservoir? 

A. This is to insure that the brake will not creep on and 
^ive trouble, which it might do if leakage exists around the triple 
valve or branch pipe. 

Q. 018. What is the proper way to release a brake with the 
release valve ? 

A. The release valve should be held open only until the air 
commences to escape from the triple valve. It should then be 
clos'"^.d, as, if it is held open longer, it has a tendency to set the 
other brakes. 

Q. 019. In picking up cars, if they are found cut out, is it 
an assurance that the brakes are in bad order on those cars ? 

A. No ; they should be cut in and tested, unless it is plainly 
seen that they are in bad order. 

Q. 020. When is it permissible to cut out cars ? 

A. Only when they are in such condition as to render it 
impossible to operate them. 

Q. 021. Are small leaks sufficient cause for cutting out 
cars? 

A. No ; only when they are of such size that the air pump 
cannot supply them. 



214 • 

Q. 022. Which is preferable, a few cars cut in and working; 
at full pressure, or all cars cut in and operated at a compara- 
tively low pressure? 

A. All cars at a lower pressure. The train will brake 
smoother, and in case of a break-in-two there would be less 
likelihood of damage. 

Q. 023. If the train line leaks, would it be best to cut out 
cars? 

A. No ; fix the leaks and keep all cars cut in. 

Q. 024. If there are numerous small leaks throughout the 
train, and combined they make sufficient leakage to prevent the 
pump from making the required amount of air pressure, which 
cars should be cut out first ? 

A. The worst leaks ; if that is not sufficient or all leaks about 
the same size, then the poorest brakes, not more than three or 
four consecutive cars being cut out, however. If possible, the 
cut out cars should be distributed throughout the train. 



215 

TESTING TRAIN BRAKES : ROAD OR TERMINAL. 

Q. 025. In making a road test of brakes at a division term- 
inal, what should be done ? 

A. The train should be made ready just the same as before 
if it is to descend grades, and the retainers to be used, otherwise 
they may be turned dow^n. The engineer should be prepared 
when coupling to the train to charge it as rapidly as possible. 
To do this he should have full main reservoir pressure and the 
brake valve handle on lap position. If it is necessary to use the 
engine brakes while the coupling is being made, they may be 
used, but if released the handle should be returned immediately 
to lap position. When the engine is coupled to the train the 
angle cock on the rear end of the tender should be opened first, 
that the hose coupling may be at least partially charged with air 
before the other angle cock is opened. To charge the train the 
engineer should place the handle of the brake valve in release 
position and leave it there until the train pipe and main reservoir 
pressures are equal, when it should be returned to running 
position. 

Q. 026. What is meant by charging the train, and how long 
should it take the engineer to do it? 

A. By charging the train is meant to fill the auxiliary reser- 
voirs with air pressure ; the time required to do it varies with the 
length of the train, but it cannot be done in less than 1^ minutes 
on account of the feed groove in the triple valves being so small. 

Q. 027. How much pressure must be obtained before test- 
ing brakes ? 

A. At least 60 pounds, in order to ascertain the real piston 
travel ; the maximum pressure would be better, but this pressure 
will do. 

Q. 028. How should the brakes be applied for the test? 

A. By the engineer reducing the train pipe pressure about 
15 or 20 pounds in service application position. 

Q. 029. What should then be done ? 

A. The train should then be inspected to see that all brakes 
apply and have the proper piston travel, which if improper 
should be adjusted to about 6 inches. After it is known that all 
brakes apply properly, the signal to release brakes should be 
given, and the train again inspected to see that all brakes release. 

Q. 030. How should the signal to release be given in pas- 
senger service ? 

A. By the signal whistle, which should be operated by the 
car discharge valve on the last car. 

Q. 031. Should the signal to release be given by the rear 
stop cock of the signal line ? 



216 

A. No ; when given by the discharge valve it becomes a 
test of the signal apparatus, which it would not be if given by 
the stop cock. 

Q. 032. What should be done when adjusting the piston 
travel ? 

A. The brake should be released by means of the release 
valve, the car cut out by closing the cut-out cock under the car, 
and the travel then adjusted by the dead levers of the truck, the 
slack being taken up equally on each end of the car. On cars 
where no dead levers are provided, it is usually adjusted on 
the bottom rod by means of a turn buckle. If enough slack 
cannot be taken up on the dead lever, it may be taken up on the 
bottom rod, but care must be taken when doing so, as slack is 
taken up much faster on the bottom rod than on the dead lever. 

O. Oo^). When the engineer receives the signal to release 
brakes after testing, how should he make the release ? 

A. Place the brake valve handle in fall release position and 
then return it to running position. 

Q. 034. After the inspectors find all brakes released, what 
should they do ? 

A. Notify the engineer as to the number and condition of 
the brakes. 

Q. 035. At what other times should the brakes be tested? 

A. After picking up or setting ofif cars, or at any time that 
the train pipe may have been parted. 

Q. 036. How would such a test be made? 

A. The trainmen or inspectors would signal the engineer to 
apply the brakes and watch the brakes back of where the train 
was parted. As soon as applied, they should signal the engineer 
to release the brakes and see that they release. This insures all 
angle cocks being open. 

Q. 037. Should one brake on the train refuse to apply when 
making a terminal or shop test, all the rest of the brakes apply- 
ing all right, what should be done? 

A. If the car is cut in, see that the auxiliary reservoir is 
charged, by trying the release valve. If it is charged, have the 
engineer attempt to apply the brake in service application, then 
by holding the hand over the hole in the under side of the back 
cylinder head, and if air passes around the piston rod it will be 
felt. If it does this, the trouble lays with the packing leather, 
as this air must have passed it. 

Q. 038. Should any of the brakes refuse to release, what 
should be done ? 

A. If the angle cocks are all open and the excess pressure 
already pumped up, it will only be necessary to place the brake 



217 

valve handle in full release position for a fev^ seconds. But if 
there is no excess pressure shown, the brake valve handle should 
be moved to lap position and held there until the excess pressure 
is obtained ; then upon placing the handle in release position, the 
brakes should release. 

Q. 039. Would it be good policy to make another slight 
application of the brakes before making the second release? 

A. No ; to release brakes, the train pipe pressure must be 
increased over auxiliary reservoir pressure. When applying 
brakes, train pipe pressure is reduced, and it is already too low 
or the brakes would release. 

Q. 040. Should the brake refuse to release on the second 
attempt, what should be done ? 

A. Reduce auxiliary reservoir pressure by means of the 
release valve. Should that not release the brake, examine for 
a pressure retaining valve, and if there is one on the car, see that 
the handle is in the proper position, pointing downward, and 
the exhaust opening free. If there is no pressure retaining 
valve, or if it is in proper condition, look for a hand brake set, 
-or the brake rigging fouled under the car. 

Q. 041. What other test is it advisable to make after 
charging engines, or otherwise parting the train? 

A. That which is termed "the running test." In making 
this test, after the train has started, the brakes are applied lightly 
by the engineer until he feels them begin to hold, he should then 
release them. This insures against the closing of any angle 
cock, either accidentally or intentionally. 

Q. 042. Beyond what limits should piston travel be ad- 
justed? 

A. If it is less than 5 inches or more than 8 inches the travel 
should be adjusted to as near 6 inches as possible. 

Q. 043. Why must the travel not exceed 8 inches ? 

A. Because after that limit the braking force lessens slightly 
by the expansion of the air into the greater space, and when the 
piston strikes the cylinder head at 12 inches travel the brake is 
ineffective. 

Q. 044. Why should the piston travel be adjusted to 6 
inches when 8 inches is standard? 

A. Because the piston travel usually increases about 2 
inches when the brakes are applied and the cars are in motion. 

Q. 045. Is it permissible to adjust the piston 'travel by 
taking up the slack with the hand brake ? 

A. 'No ; it is dangerous to do so. 



218 

Q. 046. In case of a defective or non-operative brake, how 
would that one brake be cut out of service so as not to affect the 
others? 

A. With the old style plain triple valve, move the handle 
of the four-way cock to a position half way between horizontal 
and upright. With the quick action triple simply close the stop 
cock in the branch of the main train pipe, by placing the handle 
in a position parallel with the pipe. In case of cut-out brakes 
they should be reported to the inspectors at the terminal, that 
they may be repaired. The auxiliary reservoir should also be 
drained by opening the release valve. 



219 

REPAIR TRACK AND SHOP TEST OF CAR BRAKES. 

Q. 047. In order to ascertain the condition of the brakes 
and facilitiate the necessary repairs, what apparatus should be 
furnished at all points where repairs are to be made to air brakes 
on cars ? 

A. A testing plant, consisting of a compressor, a storage 
reservoir, as large as may be practicable, the larger the better, 
A pipe line should be laid with branch pipes to connect at various 
points with the repair or shop track. At the main storage reser- 
voir, or other convenient point, an engineer's brake valve should 
be located, that accurate results may be obtained. This should 
be an equalizing discharge valve, as the three-way cock or other 
older forms of valve require too careful manipulation. This 
plant should be so located as to furnish air pressure promptly, 
either at night or at any time during the day. 

Q. 048. Where the repair yard is a long distance from the 
compressing plant, what other feature must be provided? 

A. Relay reservoirs should be located at reasonable dis- 
tances, that the friction encountered in the long pipe may be 
avoided without requiring too great a head in the primary reser- 
voir, and also to act as a trap for moisture. 

Q. 049. Why is such a large main reservoir recommended? 

A. Because with it long trains can be charged much quicker, 
which materially shortens the time required for the work to be 
done. Also less excess pressure need be carried with the larger 
reservoir, thus lessening the work of the compressor or pumps. 

Q. 050. Where only a low steam pressure is available for 
the use of such a plant, how may the proper air pressure be 
obtained ? 

A. By compounding the pumps or compressor. That is, 
have the first pump discharge into a separate reservoir, and have 
the suction of the second pump connected to this reservoir and 
the discharge to the main storage reservoir. This gives the 
pressure to the second pump at the tension at which it may be 
compressed by the first one. 

Q. 051. When testing brakes at a shop or air brake test 
plant, what should be done? 

A, The cars should all be coupled together, starting at the 
point furthest from the brake valve, the angle cock on that end 
of the train being closed and the hose properly hung up in the 
coupling hook. All the other angle cocks should be opened, 
all cut-out cocks opened, all hand brakes released, all pressure 
retainer valves turned up, and all release valves closed. The 
car nearest the brake valve should then be coupled to the brake 
valve connection, the angle and stop cocks opened, and the 



220 

entire train charged to 70 pounds. While charging the train it 
should be inspected for leaks, those that are found either being 
stopped at the time or marked for repairs later. After the train 
is charged the train pipe pressure should be reduced 25 pounds 
in the service application position to apply all brakes fully and 
the piston travel measured as quickly as possible, to see if same 
is correct, and the travel of each car being marked on its cylinder 
head. The brakes should then be let stand for a few minutes 
and the travel again measured, to note leaky packing leathers. 
Cars having bad packing leathers should be cut out and repaired. 
The condition of the packing leathers being ascertained, the 
angle cocks at the head end of the train should be closed and 
the hose parted, after which the angle cock on the head end of 
the train should be opened and the train pipe emptied. This 
should be left open for a few minutes after the pressure has 
escaped, as a test for back leakage from brake cylinder through 
triple valve into train pipe, which would result in lowering the 
cylinder pressure when heavy train pipe reductions were made. 
The triple valve being found to be tight, the coupling should be 
made again, the angle cock should be opened and the relea^se 
made. After a few minutes interval the train should again be 
inspected to see if the retaining valves perform their duties. It 
is advisable to examine the pipework to the retaining valves for 
leaks, during the interval just mentioned. They should then be 
turned down and the escape of air at each valve noted, the rods, 
levers, beams, etc., should be examined to see if same are 
all right. 

Q. 052. Does this complete the test? 

A. No; not with a shop test. The brakes should ngain be 
applied after necessary repairs have been made, with a reduction 
of about 10 pounds, and after all brakes are seen to apply prop- 
erly, the train pipe pressure should be slowly increased as a test 
of triple piston packing rings. This test is best made by the 
manufacturer's yard triple valve testing machnie, illustrated and 
explained hereinafter. 

Q. 053. What would be the efifect if these rings leak? 

A. They are liable to cause the brake to fail to release if the 
train pipe pressure is increased gradually. Instead of forcing 
the triple piston to release, the pressure would feed past the ring 
and recharge the auxiliary reservoir. 

Q. 054. In replacing defective packing leathers with new 
ones, how shauld the new leather be placed on the piston? 

A. In such a manner as to bring the rough, or flesh, side 
of the leather next the side of the cylinder when the piston is in 
place. 



221 

Q. 055. When cleaning and oiling the brake cyUnders, what 
should be done? 

A. The head of the cylinder should be removed, the spring 
and piston taken out of the cylinder, the cylinder and piston thor- 
oughly cleaned, the leakage groove cleaned out, the expander 
ring should be examined, the cylinder lubricated, and the piston 
replaced. 

Q. 056. What is the proper and easiest method of replacing 
the brake piston? 

A. It should be held with the piston head in a horizontal 
position, the piston rod pointing directly toward the ground, or 
nearly so. The head and leather should then be inserted in the 
cylinder at about its center. The packing leather must be held 
closely formed over the expander ring to enter it into the cylin- 
der and hold the expander in place. Care must be taken not to 
force the piston at this time, as such force is liable to cut the 
leather. After the piston has been entered past its center, it 
may be shoved in as far as convenient, the expander being known 
to be in place before doing so, and the piston rod kept as low as 
practicable, and when the piston is raised it should be pulled part 
way out with the same movement, that the leather may not turn 
in the wTong direction. 

Q. 057. When putting in a new packing leather, is it necesr 
sary to form it to the cylinder? 

A. No; not if the proper qualitv of leather, oil tanned, is 
used. All that is needed is to warm it for a few minutes to soften 
the oil or grease absorbed by the leather, which will make it 
pliable. 

Q. 058. Should any other quality of leather be used for this 
purpose? 

A. No ; experiment has determined that this is the only kind 
of leather that will answer this purpose satisfactorily. 

Q. 059. After the piston is in place, how can it be ascer- 
tained whether the expander ring had worked out partially or 
not? 

A. By moving the end of the piston so as to describe a circle 
of about 8 inches diameter around the center of the cylinder. If 
the expander is partly out of place this cannot be done, as the 
piston will stick. 

Q. 060. How often should the brake cylinders be cleaned 
and lubricated? 

A. Once in six months. 

Q. 061. How often should the triple valves be cleaned and 
ciled? 

A. At least everv six months, and oftener if local conditions 
require. 



222 

THE WESTINGHOTJSE IMPROVED TRIPLE VALVE TESTING 

APPLIANCES. 

Q. 062. What does Fig. 85 represent? 

A. Top, side and end views of the Westinghouse improved 
portable triple valve testing apparatus. 

Q. 063. What does this apparatus consist of? 

A. By referring to Fig. 85 it will be noted that it consists of 
,a wheelbarrow, on which are arranged a standard slide valve 
reducing valve, an automatic controlling valve, duplex air gauge, 
air strainer and the necessary stop cocks, piping and hose con- 
nections for attaching same to the air supply and the cars that 
are to be tested. 

Q. 064. What is the object of this apparatus? 

A. It is to condemn from road service to the cleaner any 
triple valve which will not release a brake when the rise in train 
pipe pressure corresponds with that at the end of a long train. 

Q. 065. By what means can the pressure be raised in the 
train pipe to correspond with that at the end of a long train? 

A. By the aid of controlling valve N. 

Q. 066. How can this apparatus be used in testing brakes 
■on trains? 

A. It can be used in connection with the yard supply line, 
■or between a locomotive and the cars to be tested. 

Q. 067. Explain how this testing apparatus can be used in 
connection wiih a yard testing plant. 

A. Open cocks A and B, connect hose coupling E with yard 
air hydrant, and coupling F with train pipe hose on car or train. 
Open cocks C and D until train pipe gauge shows a pressure of 
60 pounds, then close cock C and inspect train for leakage, dur- 
ing which time the feed valve should build up and maintain the 
.standard pressure of 70 pounds. After train has been fully 
inspected for leakage, close cock D and gradually reduce the 
train pipe pressure 10 pounds with cock C. Then close cocks A 
and B and open cock C. Any triple failing to release after pres- 
sure in train pipe has raised 5 pounds should be removed and 
;sent tO' cleaner and be replaced with one in good condition. 

Q. 068. Explain how this apparattis can be used in connec- 
tion with an engine in testing the brakes on a car or train? 

A. Open cocks A and B, couple hose coupling E to the train 
pipe hose on rear of locomotive tender, and hose coupling F to 
■car or train. Test to be made as described above, during which 
time engineer's brake valve must be placed in full release posi- 
tion and a main reservoir pressure of 80 pounds maintained. 
Tests for piston travel, brake cylinder leakage, and retaining 
'x^alve defects may be made before or after the triple valve release 
test, preferably before, but must not be combined with it. 



223 









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225 



Q. 069. What does Fig. 86 represent? 

A. Three views of the Westinghouse improved triple valve 
testing rack, for stationary or shop use. 

Q. 070. What is the purpose of the triple valve testing rack? 

A. This apparatus has been designed to test all freight, pas- 
senger and engine triple valves. Provision has also been made 
for testing air hose, angle cocks, stop cocks, couplings, release 
valves and retaining valves. 

Q. 071. Explain the operation of the controlling valve N. 




Fig. 87. Westinghouse Automatic Controlling Valve, Part Section. 

A. Air entering the valve at A, Figs. 87 and 88, is free to 
pass throug'h port B into chamber D. Train pipe pressure can 
always be maintained in chamber L, under diaphragm 2, by 
means of ports H and M. Air in port B is free to pass through 
small pin hole J, thence through port C, and out at E to the 
controlling reservoir. Owing- to the unchanged volume of the 
controlling reservoir, a constant pre-determined rise of pressure 
is obtained, and this pressure is always free to reach chamber G. 
When the pressure in this chamber is greater than that in cham- 
ber L, connected with the train pipe through ports M and H, 
diaphragm 2 is forced downward, thus unseating valve 1 and 
establishing a direct connection from the supply pipe to the 
train pipe through A, B, D, H and I. With a long train, valve 1 
is forced farther from its seat, thus permitting a faster feed, w^hile 



•22() 



with one car the valve is barely off its seat; hence, regardless of 
the length of train, or the amount of leakage, this valve will cause 
a rise of train pipe pressure of a pre-determined number of 
pounds per mmute, which feed is governed by the size of the 
controlling reservoir and port J. 

Q. 072. What is the purpose of the cocks designated by let- 
ters in Fig. 86? 

A. Cock A, to cut out the main reservoir and test rack; 
cock B, for testing air hose angle cocks, release valves, etc., all 
of which can be tested on the device to which it is attached; cock 
D, to test retaining valves; cocks F, to drain the reservoirs, If it 
is desired to use the controlling valve on test rack in connection 




Fig. 88. Westinghouse Automatic Controlling Valve, Vertical Section. 

with yard testing plant, pipe connection to the latter may be 
made by removing plug C and attaching the yard piping at this 
point, a stop cock being inserted near the test rack. When test- 
ing triple valves in this manner, all lettered cocks except A must 
be closed. 

Q. 073. What is the purpose of the slotted plate shown in 
Fig. 86? 

A. This is for the purpose of holding quick-action triple 
valves while taking apart and assembling them, and will be found 
more convenient than a vise for the purpose. 



227 

Q. 074. In the testing of triple valve should all valves re- 
ceive the same kind of test? 

A. The triple valves should be subjected, to three tests, 
known as the "yard test," "cleaner's test" and "repaired triple 
valve test." 

Q. 075. Why should not all triple valves be subjected to 
the repaired triple valve test? 

A. It would be expensive as well as unnecessary to make 
valves in service stand the same rigid test that newly repaired 
work is subjected to. 

Q. 076. In testing triple valves should the depth of the 
exhaust cavity be considered? 

A. Yes ; when the depth of the exhaust cavity in a triple 
valve slide valve is equal to, or less than, the figures given below, 
the exhaust will be restricted, therefore the slide valve should 
be condemned. 1-16 inch or less in F-24 or B-25; 5-64 inch or 
less in G-24 or F-36; 3-32 inch or less in F-25, F-27, F-46, H-49 
or H-24; -J inch or less in F-29. 

Q. 077. Can plain triple valves be tested on this rack? 

A. Yes ; suitable connections are made for attaching plain 
triple valves to the stand and train pipe. 

Q. 078. How should the four-way cock be tested in the old 
style plain triple valves ? 

A. Before inserting the piston and slide valve, and with 
cylinder cap and cap nut removed, place four-way cock in cut-out 
position and connect train pipe hose to train pipe connection of 
triple valve. Close all cocks except 2 and 5, then place cock 1 
in release position and paint the three openings leading to the 
four-way cock with soapsuds. No leakage should exist. 

Q. 079. Name the special parts used in connection with this 
triple valve testing rack. 

A. An improved triple valve stand, automatic controlling 
valve, weighted valve, slide valve reducing valve. 

Q. 080. What is the object of the automatic controUing 
valve ? 

A. It is for the purpose of giving a predetermined raise in 
train pipe pressure, by which the triple valves can be subjected 
to a test which would be similar to what they are required to 
stand when operating on the rear of a very long train. 

Q. 081. What is the object of the spindle in the triple valve 
stand ? 

A. This is for the purpose of blocking the triple valve 
piston midway between service appHcation and lap positions, 
while the packing ring leakage is being determined. 



228 

Q. 082. Will this block all quick action triple valves in this; 
position ? 

A. Yes; but when testing F-29 and H-49 triple valves the 
blocking spindle must be made as long as possible by means of 
the extension thimble on its inner end. In testing all other quick 
action triple valves this thimble should be in its normal position^ 
making the spindle of minimum length. 

Q. 083. In testing for packing ring leakage in plain triple 
valves, how can the pistons be blocked in the lap position? 

A. This can be done by inserting special cap nuts provided 
for this purpose. 

Q. 084. What is the purpose of the weighted valve K? 

A. This is to limit the difference between the train pipe and 
auxiliary reservoir pressures when the brakes are being applied 
or released. By noticing the action of same it can be readily 
determined if the resistance of the movement of the triple valve 
piston is excessive. 

Q. 085. Name the various tests known as cleaner's triple 
valve tests. 

A. Examination of triple valve; feed groove test and exami- 
nation for leakage at exhaust and through gaskets or castings ; 
application graduating valve and slide valve tests; release test; 
check valve and slide valve test. 

Q. 085J. How would we proceed to make the first test? 

A. After the triple has been thoroughly cleaned and the 
various parts examined to determine whether they are ap- 
parently in serviceable condition, the following named parts 
should be carefully lubricated with a few drops of high grade 
triple valve oil — the triple valve packing ring, the bushing in 
which it operates, the slide valve, the ends of the slide valve 
spring, and the graduating stem. Cock No. 7 should be closed 
during all cleaner's tests. All cocks should be opened and 
closed in the order given. 

Q. 086. How should feed groove test and examination for 
leakage at exhaust and through gaskets and castings be made? 

A. With triple piston in release position, no air in auxiliary 
reservoir, and 80 pounds in train pipe, the triple valve should 
charge the auxiliar}- from to 70 pounds, as stated below. To 
make test, close all cocks, except 1 and 5, place special valve K 
in mid-position, open cock 2 and note the number of seconds 
necessary to charge reservoir M to 70 pounds. When fully 
charged, triple valve should be operated once or more by closing 



229 

and opening cock 2, finally leaving it open, then coat the exhaust 
port with soapsuds to be sure that no emergency valve, slide 
valve or other reservoir leakage into the brake cylinder exists 
in release position, then paint the triple with soapsuds to de- 
termine if there is any leakage through the gaskets or castings. 
If considerable leakage exists when the triple valve is in release 
position it is very likely that the emergency valve is at fault, 
although the slide valve or gaskets could be responsible for 
undue leakage. The charging time of triples is as follows : An 
F-36 or B-25 triple in from 60 to 85 seconds ; an F-27, F-24, 
H-49, G-24 or H-24, 28 to 45 seconds ; an F-25, F-29 or F-46, 
16 to 25 seconds. 

Q. 087. Explain application graduating valve and slide valve 
test. 

A. The auxiliary reservoir and train pipe being charged to 
70 pounds, brake cylinder empty, and all cocks closed except 2, 
5 and 6, move handle of valve K to the extreme right, which will 
admit train pipe pressure above the weight; place cock 1 in full 
application position until the train pipe pressure has been re- 
duced 10 pounds (in this position the train pipe exhaust is re- 
stricted by a disc having a 10-64-inch opening) and note if 
Vvcighted valve rises; the valve rising would indicate undue re- 
sistance to the movement of the triple piston, which contributes 
to undesired quick action. In the event of the weighted valve 
not rising, close cock 6 and note if pressure on brake cylinder 
gauge increases rapidly, which would indicate graduating valve 
leakage, if it was determined by the previous test that no leakage 
existed at the exhaust; any leakage at the exhaust port at this 
time is slide-valve leakage. 

Q. 088. Explain how the release test is made. 

A. The conditions on the rack being as specified in previous 
test, move handle of special valve K to the extreme left, which 
admits auxiliary reservoir pressure above the weighted valve; 
open cock 6, then open cock 4 and close cock 5. after which the 
triple should release. Failing to do so or lifting the weighted 
valve it is not in serviceable condition. On the completion of 
the release test open cock 5 and close cock 4. 

Q. 089. How should check valve and slide valve test be 
made? 

A. With all cocks closed except 1, 5 and 6 and valve K in 
mid position, close cock 2, which will apply the triple in quick- 
action, then disconnect the train pipe from the triple valve and 
place soapsuds on the train pipe opening and exhaust port. Any 



2C0 

leakage at the former will be check valve or cylinder cap gasket 
leakage, a leak at the exhaust port of the triple will be slide-valve 
leakage. If the valve passes these tests satisfactorily, it is all 
right to put back into service; failing, it should receive the nec- 
essary repairs. 

Q. 090. What test should a triple valve be subjected to after 
having been repaired? 

A. Packing ring leakage; feed groove test and examination 
at exhaust and trough gaskets and castings; application gradu- 
ating valve and slide valve test; release test; check valve and slide 
valve test. Cock No. 7 should be left open while making all- 
repaired triple valve" tests. All cocks should be opened and 
closed in the order given. 

Q. 091. How should the triple valve be tested for packing 
ring leakage? 

A. In case triple valve fails to^ pass ring leakage test it 
should not be condemned for ring leakage unless the triple valve- 
shows no leakage when the slide valve is in release position, as 
leakage by the emergency valve w'ill augment auxiliary reservoir 
pressure during the ring-leakage test. With all cocks closed 
excepting 1, 3, 5 and 7 and weighted valve handle in mid posi- 
tion, pull blocking lever X to its extreme inward position; then 
close cock 3 and open cock 2 very slowly, to avoid forcing the 
triple piston back with sufficient force to, bend its stem when it 
strikes the blocking spindle. The maintenance of 80 pounds- 
pressure in the train pipe should not result in leakage by the pis- 
ton sufficient to give more than 15 pounds pressure in reservoir 
M in one minute. When this test is completed close cock 2, 
bleed the air from reservoir M with cock 3, then push lever X to- 
its outer position. 

Q. 092. Explain method of making the feed groove test and 
examination for leakage at exhaust and through the gaskets or 
castings. 

A. With the triple piston in release position, no air in 
auxiliary reservoir, and 80 pounds in train pipe, the triple valve 
should charge the auxiliary from to 70 pounds, as stated below. 
To make test, close all cocks except 1, 5 and 7, place special 
valve K in mid-position, open cock 2 and note the number of 
seconds necessary to charge reservoir M to 70 pounds. When 
fully charged triple valve should be operated once or more by 
closing and opening cock 2, finally leaving it open, then coat the 
exhaust port with soapsuds to be sure that no emergency valve,. 



231 

slide valve or other reservoir leakage into the brake cylinder 
exists in release position, then paint the triple with soapsuds to 
determine if there is any leakage through the gaskets or cast- 
ings. If undue leakage exists at the exhaust port it is likely 
that the emergency valve is at fault, and such leakage should 
be corrected, as it would have an undesired efifect on the ring 
leakage test. The charging time of triples is as follows: An 
F-36 or B-25 triple, in from 60 to 85 seconds; an F-27, F-24, 
H-49, G-24 or H-24, 28 to 45 seconds ; an F-25, F-29 or F-46, 
16 to 25 seconds. 

Q. 093. How would the appHcation, graduating and slide 
valve test be made ? 

A. The auxiliary reservoir and train pipe being charged to 
70 pounds, brake cylinder empty and all cocks closed except 2, 
5, 6 and 7, move handle of valve K to to the extreme right, 
which will admit train pipe pressure above the weight ; place cock 
1 in full application position until the train pipe pressure has 
been reduced 10 pounds (in this position the train pipe exhaust 
is restricted by a disc having a 10-64-inch opening) and note if 
weighted valve rises ; the movement of this valve would indicate 
under resistance to the movement of the triple piston, which 
resistance contributes to undesired quick action. In the event 
of the weighted valve not rising close cock 6 and note if pressure 
on the brake cyhnder gauge rapidly increases. Such rise would 
indicate graduating valve leakage if it was determined by test 
No. 2 that no leakage existed at the exhaust ; any leakage at 
exhaust port at this time is slide valve leakage. 

Q. 093^. Explain the method of making the release test. 

A. The conditions on the rack being as per the above test, 
move handle of special valve K to the extreme left, which admits 
auxiliary reservoir pressure above the weighted valve ; open 
cocks 6 and 7, then open cock 4 and close cock 5, after which 
the triple should release ; failing to do so or lifting the weighted 
valve it is not in serviceable condition. On the completion of 
the release test open cock 5 and close 4. 

Q. 094. How should the check valve and slide valve test be 
made ? 

A. With all cocks closed except 1, 5, 6 and 7 and valve K in 
mid-position close cock 2, which will apply the triple in quick- 
action, then disconnect the train pipe from the triple valve and 
place soapsuds on the train pipe opening and exhaust port. 
Any leakage at the former will be check-valve or cylinder cap 
gasket leakage, a leak at the exhaust port of the triple will be 



232 

slide-valve leakage. If the valve passes these tests satisfactorily, 
it is all right to put back in service; failing, it should receive the 
necessary repairs. 

Q. 095. Wlmt attention must be given to the triple valve 
testing rack? 

A. It should be examined occasionally for leakage, and also 
noted to see if the automatic controlling valve is raising the train 
pipe pressure properly. 

Q. 096. What attention must be given the. weighted valve? 

A. It must be noted that the stem of the valve is thoroughly 
cleaned and free of anv lubrication. 



233 
THE NEW YORK AIR BRAKE. 



GENERAL ARRANGEMENT OF THE QUICK ACTION AUTOMATIC AIR BRAKE AND 
TRAIN AIR SIGNAL APPARATUS. ON ENGINE, TENDER AND TRAIN. 

Q. 1001. What are the principal parts of the New York 
Ouick Action Automatic Air Brake? 

A. As shown in Fig. 1, they consist of the duplex air pump, 
the duplex pump governor, the main reservoir, the engineer's 
brake valve, the duplex pressure gauge, the plain triple valve (on 
■engines and tenders), the quick action triple valve (on cars), the 
auxiliary reservoir, the tender drain cup and brake pipe strainer 
combined, the car brake pipe strainer and drain cup combined, 
the conductor's valve, the brake pipe hose and couplings, the cut- 
out cocks, the stop cocks, the angle cocks, the brake cylinders, 
the pressure retaining valves and the piping to connect these 
parts, all of which will hereinafter be described in detail. 

Q. 1002. What are the principal parts of the train air signal? 

A. They consist of a pressure reducing valve, a signal valve, 
a signal whistle, a car discharge valve, a signal pipe air strainer, 
a stop cock, a cut-out cock, and the necessary piping, hose and 
•couplings to connect these parts, all of which are hereinafter 
•described. 

Q. 1003. What is the duty of the duplex air pump? 

A. To furnish air at the required pressure and volume to 
■operate the air brakes, the train air signal and the other com- 
pressed air devices on the locomotive. 

Q. 1004. What is the duty of the pump governor? 

A. To regulate the operation of the air pump so as to main- 
tain the required pressure in the air brake system. 

Q. 1005. For what purpose is the engineer's brake valve? 

A. To afford means whereby the engineer may apply or 
release the brakSs. 

Q. 1006. What is the duty of the triple valve? 

A. To control the ports between the brake pipe and the 
auxiliary reservoir, between the auxihary reservoir and the brake 
■cylinder, and the brake cylinder and the atmosphere, opening 
and closing them, so that the auxiliary reservoir may be charged, 
the brake applied and held appUed, and released, as circum- 
stances require. 

Q. 1007. What is the function of the brake cylinder? 

A. To utilize the power of the compressed air and transmit 
it, by means of the foundation brake gear, to the car wheels. 

Q. 1008. What is the brake pipe for? 



234 

A. To conduct the compressed air from the engineer's 
brake valve to the triple valve and auxiliary reservoir on each car. 

O. 1009. What is the function of the main reservoir ? 

A. To hold a supply of compressed air with which to release 
the brakes, and to charge the brake pipe and auxiliary reservoirs. 

Q. 1010. What is the function of the auxiliary reservoir? 

A. To hold a supply of compressed air to be used in the 
brake cylinder, when applying the brakes. 

Q. 1011. What are the hose and couplings for? 

A. To unite the ends of the brake pipe and air signal pipe 
on each car, and make them continuous throughout the whole 
train. 

Q. 1012. What are the angle cocks for? 

A. To close the rear end of the brake pipe on the train, and 
both ends of the brake pipe on the cars before separating them. 

Q. 1013. What are the cut-out cocks for? 

A. To cut out any defective air brake or signal apparatus 
without interfering with the operation of the other similar parts 
on the same train. 

Q. 1014. What are the duties of the brake pipe strainers and 
drain cups ? 

A. To prevent dirt and foreign matter from getting into- 
the triple valves, and to collect the moisture that may find its 
way into the brake pipe. 

Q. 1015. What is the duplex pressure gauge for? 

A. To indicate at all times the pressure in the main reser- 
voir and the brake pipe. 

Q. 1016. What is the conductor's valve for? 

A. To enable any of the train crew to apply the brakes, 
should this be necessary, as in an emergency. 

Q. 1017. What is the pressure retaining valve for? 

A. To retard the exhaust of air from the brake cylinder,, 
when the triples are moved to release position; and when the 
brake cylinder pressure has reduced to fifteen pounds, to retain 
this amount while the auxiliary reservoirs are being recharged. 

Q. 1018. When the whole automatic air brake apparatus is 
fully charged, how are the brakes applied? 

A. By a reduction, no matter how miade, in the brake pipe 
pressure. 

Q. 1019. How are the brakes then released? 

A. By restoring the brake pipe pressure, making it greater 
than that remaining in the auxiliary reservoir. 



The New York Quick-Action Automatic Air Brake. 

Also Signal I Apparatlus. 




235 

TRAIN AIR SIGNAL. 

Q. 1020. What is this apparatus used for ? 

A. To transmit signals from the train to the engine cab. 

Q. 1021. What is the duty of the signal air pressure reduc- 
ing valve ? 

A. To maintain a predetermined pressure in the air signal 
pipe, considerably lower than that carried in the main reservoir. 

Q. 1022. What is the duty of the signal valve? 

A. To admit air to the signal whistle, and cause it to sound 
a blast. 

Q. 1023. What is the duty of the car discharge valve ? 

A. To permit of the proper reduction being made in signal 
pipe pressure, in order to cause the signal valve to operate and 
blow the whistle. 

Q. 1024. What are the cut-out cocks for? 

A. To cut out defective car discharge valves. 

Q. 1025. What are the stop cocks for ? 

A. To close the ends of the signal pipe, as circumstances 
require. 



236 

THE NEW YORK DUPLEX AIR PUMPS. 

Q. 1026. How many sizes are there of the New York 
Duplex Air Pump? 

A. Three; they arc No. 1, No. 2 and No. 5. 

Q. 1027. How many cyHnders has the duplex air pump ? 

A. Four; two steam and two air cylinders. 

Q. 1028. What are the dimensions of the various cylinders 
of the No. 1, the No. 2 and the No. 5 pumps? 

A. The No. 1 pump has both steam cylinders, 5 inches each 
in diameter; one air cylinder, known as the high pressure air 
cylinder, 5 inches in diameter; and one air cylinder, known as 
the low pressure air cylinder, 7 inches in diameter. 

The No. 2 pump has both steam cylinders, 7 inches each in 
diameter; one high pressure air cylinder 7 inches in diameter, 
and one low pressure air cylinder 10 inches in diameter. 

The No. 5 pump has both steam cylinders 8 inches in diam- 
eter, one hig'h pressure air cylinder 8 inches in diameter, and one 
low pressure air cylinder 12 inches in diameter. The stroke of 
the Nos. 1 and 2 pumps is 9 inches; that of the No. 5 is 12 inches. 

Q. 1029. What is the relative position of the steam and the 
air cylinders with respect to each other when the pump is in 
position on the locomotive? 

A. The air cylinders are above the steam cylinders. 

Q. 1030. What are the relative volumes, or capacities of 
the high pressure and the low pressure air cylinders of each 
pump ? 

A. The low pressure air cylinder of each size of air pump 
has a volume, or capacity, about double that of the high pres- 
sure air cylinder. 

Q. 1031. Are the steam cylinders of each of these pumps 
always the same size as the high pressure air cvlinder? 

A. Yes. 

Q. 1032. Describe the steam end of the pump. 

A. The steam end of the pump consists of two steam cylin- 
ders of equal diameter, and a steam head, having in it two 
reversing valve chambers and two reversing slide, valves, one of 
each for each steam cylinder. The steam pipe connection, from 
the boiler, is made to this steam head, and the exhaust connec- 
tion, for the exhaust steam from the cylinders, is also made to 
this steam head at the opposite end. 

Q. 1033. How is the steam distributed in the duplex pump? 

A. The piston in each steam cylinder operates the reversing 
slide valve that controls the flow of steam into the other steam 
cylinder, and from that cylinder to the atmosphere. 



237 

Q. 1034. How is this accomplished? 

A. By locating the slide valve for the right steam cylinder in 
the valve chamber under the left steam cylinder, and the slide 
valve for the left steam cylinder in the valve chamber under the 
right steam cylinder; and by crossing the steam ports as shown 
in the drawings. 

Q. 1035. Describe the steam valves and seats. 

A. They are ordinary D slide valves, such as are used in 
locomotives; they admit steam to the cylinder by the outside 
edge, and exhaust it from the cylinder through a cavity in the 
center; and the seats have three ports, two steam and one ex- 
haust, the exhaust port being between the two steam ports. 

Q. 1036. Which piston will start first when steam is ad- 
mitted to the pump? 

A. The right, or what is commonly known as the low pres- 
sure piston and shown in cylinder B, Fig. 3. On account 
of the arrangement of the steam ports, and design of the revers- 
ing valve gear, the low pressure piston will always be the first to 
start from rest, and will lead the other or high pressure piston. 

Q. 1037. What actuates the steam valves ? 

A. Valve stems, lDP-7, familiarly known as reversing 
valves, .or tappet rods, which are attached to the steam valves, 
and extend into the hollow piston rods. 

Q. 1038. How are the tappet rods moved? 

A. The piston rod is made hollow on the steam end for a 
distance sufficient to clear this valve stem; a plate, lDP-20, is 
bolted on to the steam piston head in such manner as alternately 
to strike a button head, and a shoulder, on the tappet rod, just 
before the stroke of the piston in either direction is completed, 
and thus moves this rod up and down a distance equal to the 
travel of the valve, changing the steam valve from one position 
to the other in the steam chest. 

Q. 1039. Does the upper steam port in each steam chest 
lead to the upper end of its respective steam cylinder? 

A. No; the upper port B in the left steam chest leads to the 
lower end of the right cylinder B, while the upper port C in the 
right chest leads to the upper end of the left cylinder A. 

Q. 1040. Do both pistons of the duplex pump move at the 
same time? 

A. No; after one piston makes a stroke, it waits until the 
other makes a stroke. 

Q. 1041. Explain the movement of the pistons. 

A. Both pistons and steam valves being at rest in the lower 
end of the cylinders, as shown in Fig. 2, when steam is turned on, 
the right piston, in cylinder B, Fig. 3, makes a stroke up; at the 



238 



completion of this stroke, the piston changes the position of its 
reversing slide valve, 2DP-5, causing the left piston, in cylinder 
A, to take steam through port A and make a stroke up, as shown 
in Fig. 4; at the completion of the up stroke of the left piston. 




1 PIPE 
FROM BOILER 



Fig. 2. New York Duplex Air Pump, Pistons at Rest. 

this piston changes the position of its reversing slide valve, 
2r)P-5, causing the right piston to take steam through port D 
and move down, Fig. 5. 



289 

When the low pressure piston completes its down stroke, 
it shifts its reversing slide valve so as to admit steam through 
port C to the upper end of cylinder A, so that the high pressure 
piston makes its down stroke, as shown in Fig. 6. 

Q. 1042. Describe the air end of the duplex pump. 

A. It consists of two air cylinders, C and D, Fig. 2, one 
larger than the other, and of six, (the No. 5 pump has 8) air 
valves, with their seats and cages. The larger air cylinder has 
a capacity about double that of the smaller air cylinder. Two 
of the air valves 2DP-9, upper and lower, are known as the air 
inlet valves, simply ; two, 2DP-11, upper and lowxr, located just 
above 2DP-9, are called the intermediate air inlet and discharge 
valves; and two, 2DP-11, located in the final discharge passage 
of the high pressure cylinder C, are known as the final discharge 
valves. The No.. 5 pump has independent air inlet and air dis- 
charge valves. 

Q. 1043. Where are the air valves located? 

A. The air inlet valves are located in the air passages lead- 
ing from the atmosphere to the low pressure air cylinder, D ; 
the intermediate air inlet and discharge valves in air passages 
leading from cylinder D to cylinder C ; the high pressure and the 
final discharge valves in passages leading from cylinder C to the 
main reservoir. 

Q. 1044. Explain how free air is taken into the air 
cylinders. 

A. The low pressure piston moves up first to the end of its 
stroke, creating a vacuum behind it, and free air from the 
atmosphere follows it into air cylinder D through the lower air 
inlet valve 2DP-9, Fig. 3 ; the high pressure piston then moves 
up to the end of its stroke, the air from the atmosphere follows 
it through the lower air inlet valve 2DP-9 and lower intermediate 
air inlet and discharge valve 2DP-11 into cylinder C ; on the 
down stroke of the low pressure piston air is taken into cylinder 
D, at the upper end from the atmosphere through the upper 
air inlet valve 2DP-9, Fig. 5, in the same manner as it was taken 
in at the lower end on the previous up stroke; on the down 
stroke of the high pressure, piston air is taken into the high 
pressure air cylinder through the upper air inlet valve 2DP-9 
and intermediate air inlet and discharge valve 2DP-11, in the 
same manner as on the previous up stroke, Fig. 6. 

Q. 1045. Explain how the air is discharged from the air 
cylinders. 

A. The low pressure piston moving up compresses the air 
in front of it and discharges it past the upper intermediate air 
inlet valve and discharge valve 2DP-11, into the high pressure 



240 



air cylinder C ; the high pressure piston then moves upward, 
compressing the air in front of it to a pressure equaUing that in 
the main reservoir, and then discharges it past the upper final 




1 PIPE 
FROM BOILER 



2 DP 56 , 
-2 DP 55 
2 DP 19' 
2 DP 15- 



DRAIN COCK 



Fig. 3. New York Duplex Pump Up-Stroke, Low Pressure Piston. 

discharge valve 2DP-11 into the discharge pipe and main reser- 
voir. This operation is repeated through the lower air valves 
on the down strokes of the air pistons. 



241 



Q. 1046. What air pressure does the low pressure piston 
always work against ? 

A. About 40 pounds, after the pressure in the main reser- 
voir has reached this amount. 

Q. 1047. How much pressure does the high pressure 
piston work against ? 




1 PIPE 
FROM BOILER 



2 DP 
2 DP 55 
2 DP 19 
2 DP 15 



DRAIN C OCK 

Fig 4. New York Duplex Pump Up- Stroke, High Pressure Piston. 

A. When about 30 or 40 pounds pressure has accumulated 
in the main reservoir the high pressure piston always starts on 
its stroke against the pressure accumulated in its cyhnder by 



242 

the low pressure piston, and must compress the air it contains 
to a pressure slightly above that in the main reservoii' in order 
to raise the final discharge valve, and discharge the air to the 
reservoir? 

Q. 1048. What should be known about the air pump before 
leaving the round-house ? 

A. That the piston rod packing does not leak ; that there 
are no unusual knocks or pounds ; that the steam exhausts are 
regular; and that the air-making capacity is normal. 

Q. 1049. What will be the result if the rod packing blows 
out? • 

A. It will blow the oil from the rod and swabs. If it is the 
air end high pressure rod packing that is blowing, it will cut 
down the capacity of the pump very materially, and the cushion 
which the pump should have to prevent tiie piston from striking 
the head will be lost. 

If it is the rod packing on the steam end that is blowing, it 
will permit a waste of steam from the steam cylinders, and a 
large portion of this waste steam will be taken in at the lower 
air receiving valves, helping to increase the quantity of water 
which gathers in the main reservoir. 

Q. 1050. Give the common causes for pounding of pump? 

A. The loss of air cushion to stop the pistons at the com- 
pletion of the stroke, due to air piston packing or air cylinder 
packing leaking, and on modern engines, high pressure steam 
and racing the pumps. 

Q. 1051. What are the other causes for pump pounding? 

A. Loose reversing plates on the steam piston heads ; badly 
worn button head on the end of valve stem ; pump loose on its 
bracket fastenings to boiler ; back leakage through the final 
discharge valve, and racing the pump against low main reservoir 
pressure. 

Q. 1052. Suppose either of these troubles had existed and 
had been remedied and the pump still pounds, what is wrong? 

A. It will probably be found that either the steam or the 
air piston head is loose on the rod, which is probably the result 
of loss of cushion and of permitting the piston to strike the 
head. 

Q. 1053. What are the causes for the steam exhausts to 
sound irregular? 

A. Air leakage from the main reservoir back into the high 
pressure cylinder, from the high pressure cylinder into the low 
pressure cylinder, or an air valve stuck to its seat. 



243 



Q. 1054. What is wrong if the steam exhausts sound in two 
pairs, one pair spaced well apart, and the other pair very close 
together? 

A. An intermediate air valve, 2DP-11, or a cylinder-head 
gasket is leaking at a point between the two cylinders. 



2 DP 31 




2 DP 56y 
2 DP 55 
2 DP IS 
2 DP 15' 



CRAIN COCK 

Fig. 5. New York Duplex Pump, Down Stroke, Low Pressure Piston, 

Q. 1055. How could this cause it? " 

A. By permitting the air from the high pressure cylinder to 
pass over into the low pressure cylinder, thus forcing the low 
pressure piston away from its cylinder end, instead of forcing the 



244 

air into the main reservoir. As a result, when tlie low pressure 
piston takes steam, it has both steam and air pressure to cause it 
to make a quick stroke, which brings two steam exhausts very 
close together. 

Q. 1056. What is wrong with the pump when the spaces 
between three exhausts are about equal, and the space between 
the third and fourth exhaust is very long? 

A. A discharge valve is probably broken, or t*he upper air 
cylinder gasket is leaking badly between the final discharge valve 
cavity and air cylinder; or the lower intermediate valve seat is 
loose and has worked up sufficiently to raise the intermediate air 
valve against its stop post. 

Q. 1057. What will be the result if the upper intermediate 
valve seat works loose? 

A. As it forms the lift stop for the upper air inlet valve^ 
2DP-9, the seat will work down and prevent the opening of the 
receiving valve. 

Q. 1058. When an air pump stops of its own accord, what 
should be done to correct the trouble? 

A. First, examine the pump governor carefully to see that 
the relief ports are open; that is, the small reHef port above the 
governor piston or in the diaphragm body (see pump governor) 
and also the one in the spring- case. If a constant blow of air is 
found at the little port above the governor piston it is an indica- 
tion that the governor is at fault, and it should be examined and 
repaired. 

If it is found that the governor is in perfect order, then jar 
the steam head lightly. If this does not start the pum^p, close 
the air pump throttle, open the waste cock on the steam chest of 
the pump, and allow all steam to drain away, then open the pump 
throttle. 

Q. 1059. If, after making the throttle test, the low pressure 
piston moves up and stops at the upper end of the stroke, and 
the high pressure piston refuses to. move, where should the 
trouble be looked for? 

A. In the steam reversing gear on the right, or low pressure, 
side. Probably the valve stem lDP-7 has broken, or the revers- 
ing plate has worn through. 

Q. 1060. After the throttle test, suppose the low pressure 
piston moves up, then the high pressure also, but the low pres- 
sure piston fails to move down, what is the probable cause of the 
trouble? 

A. The valve stem is probably broken, or the reversing plate 
worn through, on the high pressure side. 



245 



Q. lOGl. How should you test for back leakage from the 
low pressure air cylinder through air inlet valves 2DP-9? 

A. By holding the hand on or close to either of these valves 
while the low pressure piston is moving toward it; if they leak, 
air will be felt blowing past them. 




2 DP 31 



DRAIN COCK 

Fig. 6. New York Duplex Pump, Down Slroke, High Pressure Piston. 

Q. 1062. How can leakage past intermediate valves 2DP-11 
be detected? 

A. By the earlier movement of the low pressure piston away 
from the defective valve, and the weak intake of air at the inlet 



246 

valves 2DP-9, upper or lower, as the case may be, and also by the 
beating of the pump. 

Q. 1063. How can leakage past the final discharge valves 
2DP-11 in cylinder C be detected? 

A. By the slower movement of both the low and the high 
pressure pistons toward the leaky valve, and the quicker move- 
ment of the high pressure piston away from it. 

Q. 1064. What will be the result if either of the steam piston 
heads pull off from the rod? 

A. The pump will stop. 

Q. 1065. How could you tell that a steam piston head had 
pulled off? 

A. A hard steam blow at the exhaust will be noticed, the 
same as though a blower was turned on full. 

Q. 1066. Should the pump stop on account of a piston rod 
nut working off, how could the loose nut be located? 

A. The piston will strike hard on the air end. By removing 
the oil cups it can be located by running a piece of wire through 
the oil cup hole. 

Q. 1067. Could this defect be remedied on the road? 

A. If the top air head is removed, the nut can be put back on 
the rod, or removed entirely from the cylinder, with very little 
trouble. Usualh% however, but little can be done on the road in 
the way of extensive repairs. 

Q. 1068. What usually causes the intermediate air inlet 
valves to stick open? 

A. If the low pressure cylinder is given too much oil, it will 
collect on the intermediate discharge valve, and probably cause 
it to stick open. 

Q. 1069. What are the probable causes for the air pump 
running hot ? 

A. Leaks by the piston rod packing ; also a leaky inter- 
mediate discharge valve ; leaky receiving valves, or badly worn 
packing rings in the air end, and racing under high pressure 
steam. 

Q. 1070. If the pump runs hot what should be done to cool 
it off? 

A. If the air valves are clean, and the piston rod packing 
tight a small quantity of valve oil should be used in the high 
pressure air cylinder, and the pump run as slow as possible for 
a short period of time, to give it a chance to cool. 

Q. 1071. How should an air pump be started? 

A. The pump drain cock should be opened until all water is 
drained off, and then the pump started very slowly, running it 



247 

slowly until 35 or 40 pounds air pressure is accumulated in the 
main reservoir. This pressure is needed to form a cushion for 
the air pistons. 

Q. 1072. Why should the pump be started slowly? 

A. Because all locomotive air pumps depend more or less 
on the air pressure in the main reservoir cushioning the air 
pistons to prevent them from striking the heads, and starting 
them up rapidly causes the pistons to pound and get loose. 

Q. 1073. How fast should the pump be run, and how should 
the steam cylinders be lubricated ? 

A. Just fast enough to maintain the maximum pressure 
and the train pipe leakage, and oil should be fed continuously 
to the steam cylinders, according to the work it is doing. 

Q. 1074. If this pump is run at a high rate of speed would 
any more air be compressed than at a moderate speed? 

A. As the air valves must have time to seat, the pump will 
do better at a reasonable speed, not over 60 double strokes per 
minute. 

THE NO. 5 DUPLEX AIR PUMP. 

Q. 1075. Is there any difference in principle of operation 
between the No. 5 Duplex Air Pump and the Nos. 1 and 2 
Duplex Pumps ? 

A. No ; the principle of operation is the same. 

Q. 1076. In what particulars does the No. 5 pump differ 
from the others ? 

A. Principally in design and proportions of parts, as shown 
in Figs. 7, 8 and 9, and in being considerably larger than the 
others. 

Q. 1077. In what w^ays is the design of the No. 5 pump an 
improvement over the others ? 

A. Tn the air end an independent set of air inlet valves is 
provided for the high pressure air cylinder, and each air valve 
for the air cylinders is in a cage by itself, where it is easily 
accessible for repairs and renewals, and air inlet passages of 
large capacity are provided for the air inlet valves. 

In the steam end the reversing slide valves are provided 
with fiat seats and the reversing valve chamber caps are bolted 
to the steam head with tap bolts, instead of being screwed in, 
as in the other pumps. 

The stroke of the pump is considerably increased and con- 
sequently the ratio of clearance space to cylinder volume is 
materially reduced. 

Q. 1078. What benefit is derived from reducing the clear- 
ance spaces of the pump cylinders ? 



248 



A. It increases the efficiency of the pump in both the air 
and steam ends, and materially reduces the chances of heating 
and damage due to working the pump too fast. 



NOTE 
ALL AIR VALVES 
2"d1AM 




5 DP 55 
I'piPE FROM BOILER 

5 DP 1(56 , 
5 DP 14 



1M PIPE 



TO EXHAU8 

5 DP 5 
5 DP 63 



Fig. 7, No. 5 New York Duplex Pump. 

Q. 1079. What is the stroke of the pistons of the No. 5 



pump : 



A. The stroke is 12 inches. 



249 



Q. 1080. How does the cylinder capacity of the No. 2 and 
the No. 5 pumps compare? 

A. The air cyHnder capacity of the No. 5 pump is double 
that of the No. 2 ; the steam cylinder capacity is about one and 
three-quarter times that of the No. 2. 




Tig. 8. No. 5 Duplex Air Pump. Diagram Showing Dimens ons and Bracket 

Bolting. 



Q. 1081. What size of pipe is used with the No. 5 pump 
^or the various connections? 



250 



A. For the air discharge to the main reservoir and the 
steam exhaust 1^-inch pipe is used. For the steam supply 
1^-inch pipe is used, although 1-inch pipe may be used with good 
results. 




Plan View. 



Fig. 9. No. 5 Duplex Air Pump. 



Q. 1082. Are all air valves the same size and inter- 
changeable ? 
A. Yes. 



251 



AUTOMATIC LUBRICATION OF AIR CYLINDERS. 

Q. 1083. How should the air cyHnders be oiled? 

A. Through the oil cups and by means of the piston rod 
swabs, which are provided for this purpose. The high pressure 
air cylinder should receive more oil than the low pressure air 
cylinder, because of the higher pressure and the higher temper- 
ature to which the air is compressed in that cylinder. 

Q. 1084. Explain the operation of the automatic oil cup. 

A. With the oil cup filled, the pump working, and the stroke 
of the piston upward, compressed air is forced up through the 
small passage drilled in the center post of body OC-13, or OC-16^ 
and the cap OC-15 or the adjustable needle OC-17, as the case 




-O.C. 16 



PIPE THD. 



Fig. lo. Style A, Air Cylinder Automatic Oil Cup. 

may be. Figs. 10 and 11, and down inside of the extended sleeve 
of cap nut, OC-14, through the oil, and then bubbles to the sur- 
face of the oil, forming an air pressure thereon. 

On the down stroke of the air pistons, a vacuum is formed 
in the air cylinders, the air pressure formed on top of the oil on 
the previous up stroke serves to force the oil up inside the ex- 
tended sleeve of the cap nut OC-14 to the feed port in the center 
post of the cup, and a small quantity of the oil is then taken down 
through this port to the air cylinder. So that on each down 
stroke of the air pistons a fine spray of oil is drawn in, and the 
air cylinders are lubricated by it. 



252 



Q. 1085. Will the automatic oil cup on the high pressure 
air cyhnder feed more oil to that cylinder than the automatic oil 
cup on the low pressure air cylinder feeds to its cylinder? 

A. Yes. As the compression is higher in the high pressure 
air cylinder, a greater pressure will be formed upon the surface 
of the oil in the automatic oil cup. This will force more oil 
through the feed port and passage in the center post, to the air 
cylinder, than will the lower pressure formed upon the surface of 
the oil in the automatic oil cup on the low pressure air cylinder. 

Q. 1086. Is this a desirable feature in the automatic oil cup? 

A. Yes; for, as before explained, the temperature of the air 
being higher in this cylinder than in the low pressure air cylinder 
a little more oil is required to lubricate it properly. This the 
automatic oil cup furnishes of its own accord. 




O.C. 13 



PIPE THD. 



Fig. 1 1 . Style B, Air Cylinder Automatic Oil Cup. 

Q. 1087. How many styles of automatic oil cups are there? 

A. Two, one known as stvle A, Fig. 10, and the other style 
B, Fig. 11. ^ 

Q. 1088. What is the difference between the two styles of 
automatic oil cups? 

A. Style A has a fixed feed, while style B has an adjustable 
feed. 

Q. 1089. What can render the operation of the cup defec- 
tive? 

A. Should scale or dirt get into the small feed port in the 
cap OC-15 or adjustable needle feed OC-17, on top of the center 
post, blocking it up, then the cup would not feed properly. 



253 

Q. 1090. In filling up the cup with oil, should care be taken 
to see that the oil is clean? 

A. Yes, since the feed port through the oil cup must be very 
small, care should be taken to see that the oil is perfectly clean 
before being put into the cup. 

Q. 1091. Should the automatic oil cup be filled level full? 

A. No, in filling the cup leave a little space in the top so that 
as the cylinder warms up, a little room will be left for expansion 
of the oil, and so that there will be no waste. 

Q. 1092. How often should these cups be filled with oil? 

A. That will depend upon the service in which the pump is 
employed and the amount of work it is required to do. 

Q. 1093. What kind of oil should be used in the automatic 
oil cup? 

A. Good valve oil always; don't ever use engine oil. 

Q. 1094. Why should engine oil never be used to lubricate 
the arr cylinder? 

A. As the temperature in the air cylinders, due to the com- 
pression of the air, is usually higher than the flashing point of 
engine oil, this oil cannot lubricate them properly. Good valve 
oil should always be used for lubricating the air cylinders, because 
it remains oil instead of gas at a higher temperature than the air 
cylinders usually reach. 

Q. 1095. When the governor causes the pump to run very 
slowly or to stop momentarily, will the automatic oil cup feed oil 
at the same rate as when the pump is running at its normal rate? 
A. No, the automatic oil cup can feed oil only when the pis- 
tons are moving. When the pump is stopped the automatic oil 
cups cease to supply oil to the air cylinders, and retain what 
remains in the cup until the time when the pump is again started. 
Q. 1096. Can the cup be filled without stopping the pump? 
A. Yes, as easily as when the pump is stopped. 
O. 1097. Is an oil swab on the piston rods as necessary 
when an automatic oil cup is used as without? 

A. No; oil swabs on piston rods have proved to be good 
things, if properly cleaned and frequently renewed; but as a 
means of lubricating the piston rods they have not been entirely 
satisfactory. It has been found that the automatic oil cup lubri- 
cates the piston rods. 

Q. 1098. What effect does the use of the automatic oil cup 
have on the life of the air cylinder? 

A. It materially increases the life of the air cylinder and the 
packing rings, and reduces the necessity for renewing packing 
rings and reboring cylinders to a minimum. Experience has- 
shown this. 



254 



Q. 1099. When a pump is newly bored out does the auto- 
matic lubrication help it any ? 

A. Yes ; automatic lubrication is very beneficial to a newly 
bored out pump to assist it in getting worn down and working 
properly. 

Q. 1100. Does the piston rod packing last any longer when 
we use an automatic method of lubricating the air cylinders ? 

A. Yes; experience has shown that the piston rod packing 
lasts many times longer and that there is less trouble on account 
of leakage at the piston rods. 

Q. 1101. Will the efificiency of the pump be increased if the 
automatic method of lubricating the air cylinder is employed? 

■ A. Yes ; as the automatic lubrication of the air cylinders 
keep the cylinders cool, etc., the efficiency of the pump is in- 
creased. That is, more air is taken in per stroke and delivered 



]4p\pe tap 




U PIPE THD. 
Fig. 12. Automatic Oil Cup Connection for ii-Inch and Old Duplex Pumps. 

to the main reservoir and there is a reduction in the accumula- 
tion of water in the main reservoir due to the nice condition in 
which the piston rod stuffing boxes are kept, and the lower 
temperature of the air compressed. 

Q. 1102. Formerly, when lubricating by the old method, 
trouble was experienced with gum accumulating around the 
air valves and in the discharge pipe and getting around the 
excess pressure and feed valves and also causing sticking of the 
pump governor and triple valves on the engine and tender. When 
the automatic method is used do we have this trouble? 

A. No ; they are practically eliminated. On account of the 
oil being atomized when it enters .the air cylinder it goes where 
it is most needed ; that is, to the walls of the air cylinder so that 



255 



it does not have a chance to go where it is not needed ; therefore 
it cannot gum the valves and cause the sticking of excess pres- 
sure and feed valves, triples and pump governors. Again, on ac- 
count of the temperature of the air being much cooler, what 
lubrication is placed upon the brake valve remains much longer, 
and consequently this valve works much better. 

Q. 1103. Under normal conditions of pump work and speed 
the cup should run from eight to ten hours. If it feeds out 
sooner than this w^hat is the trouble ? 

A. Very likely the hole in cap OC-15 is a little too large. 
If this is found to be the case the hole should be partly closed 
with a prick punch, or by substituting a new cap with a proper 
sized hole in it. 




J4 PIPE THD. 
Fig, 13. Automatic Oil Cup Connection for 8-Inch and 9^-Inch Air Pumps. 

Q. 1104. What are the fittings. Figs. 12 and 13, for? 

A. They are used to apply the automatic oil cups to all 
kinds of air pumps not having the oil hole tapped out to -J inch. 

Q. 1105. Why is automatic lubrication of the air cyHnders 
more necessary now than formerly ? 

A. Because of. the much harder work the air pump is 
required to do, and the inability of the engineman to lubricate 
it frequently enough by hand to prevent groaning and cutting. 



256 



NEW YORK PTJMP GOVEENORS. 



STYLES A, B. C. 

Q. 1106. State the purpose of the pump governor. 
- A. To regulate the speed of the pump in such manner as 
to prevent the accumulation of more than the desired pressure 
in both the main reservoir and the brake pipe. 



PG 34 
PG 35 




Fig. 14. Style C, New York Pump Governor, Steam Valve Open. 

Q. 1107. How does the pump governor perform this duty? 

A. By regulating the flow of steam to the pump, thus 
governing the speed as the desired pressure is being obtained. 

Q. 1108. How does the pump governor regulate, or govern, 
the flow of steam to the pump ? 



257 

A. By means of the steam valve, PG-5, Figs. 14 and 15, in 
the lower chamber, or body, past which ^all steam supplied to 
the pump must go. This steam valve is operated at the proper 
time by the pump governor piston PG-4. 

Q. 1109. When the desired air pressure is obtained, how is 
the governor piston made to operate upon the steam valve ? 

A. Air is admitted to the top of the governor piston, form- 
ing a pressure thereon which forces it together with the steam 
valve downward until the latter is seated, as shown in Fig. 15; 
when the steam valve is seated the passage for the steam to the 
pump is closed. 

Q. 1110. How is the pump governor adjusted to regulate 
the amount of air pressure to be carried ? 

A. By means of the" regulating screw PG-35 in the spring 
case PG-3A which, upon screwing it down, increases the 
tension of the regulating spring PG-10 and, by screwing it up, 
decreases the tension of this spring. 

Q. 1111. How does this regulating spring control the 
amount of air pressure carried? 

A. The regulating spring bears directly upon the button 
PG-12 and the diaphragm air valve PG-13 ; but before the 
diaphragm air valve can rise to admit air to the chamber above 
the governor piston PG-4 the pressure in the diaphragm 
chamber must be sufhcient to overcome the tension of the 
regulating spring. When it is sufficient it will raise the 
diaphragm air valve PG-13 and admit air to the chamber above 
the governor piston, as indicated by the arrows. Fig. 15 ; when 
the air pressure reduces a trifle below this amount, the 
diaphragm air valve will seat and cut of¥ the flow of air to the 
governor piston. The remaining air in the chamber above the 
governor piston quickly escapes through the small port in the 
neck of the diaphragm body PG-32 to the atmosphere. It is by 
admitting air to the top of the governor piston that it, together 
with the steam valve, is forced downward ; and it is by cutting off 
the admission of air to it that the governor piston and the steam 
valve are forced upward by the steam pressure acting on the 
face of the steam valve. 

Q. 1112. If the governor has been properly adjusted, and 
without any change of adjustment, gradually increases the 
amount of pressure carried, where should the trouble be looked 
for? 

A. Gum has probably accumulated on the face of the dia- 
phragm air valve, where it seats against the post PG-14, thereby 
increasing the length of the post and reducing the lift of the 



258 



diaphragm, a trouble experienced frequently with the older style 
of governor, Fig. 16, but seldom with the present type. Figs. 
14 and 15. 

O. 1113. How could this cause the trouble? 

A. It increases the tension of the spring practically by 
raising the diaphragm seat, and reduces the opening for the 
passage of air to the top of the governor piston. 



T 



PG 34 
PG 35 






PG 10 
PG 3A 
PG 12 



3" 

8" CopperPipe, 



Air Connection 



r> no 



I DP 58 
PG 38, 
I DP 59. 



ik 



I Pipe 
to Steam 

Valve '^Hl 




^ 10 



'//////////xy//////;^' 

1^ O 13' 

^ '■ 16 



Air Pump 



Fits Nut 
2 DP 56 



Fig, 15. Style C, New York Pump Governor, Steam Valve Closed. 

Q. 1114. What is wrong if the governor stops the pump 
and refuses to release it as promptly as it should, when the air 
pressure has been sufficieijitly reduced? 

A. Leakage past the diaphragm air valve permitting air to 
flow down on the governor piston. This would tend to hold the 
steam valve closed, and prevent it from opening promptly. 



259 

Q. 1115. How can it be determined that the trouble is due 
to a leaky diaphragm? 

A. There will be a constant flow of air from the small rehef 
port in the diaphragm body PG-.*^2 above the governor piston. 

Q. 1116. Suppose a well-working pump decreases in speed 
gradually until it runs so slowly that it does not do its work, 
where should the trouble be looked for? 

A. Examine the stem of the steam valve for deposit or accu- 
mulation, which may reduce the lift of this valve, and gradually 
reduce the quantity of steam that goes to the pump. 

Q. 1117. What is wrong if the governor fails to regulate the 
speed of the pump when the standard pressure has been accumu- 
lated? 

A. Assuming that the governor has been correctly adjusted, 
the lower, or drainage, port indicated by the dotted circle on 
PG-5, leading from the under side of the governor piston to the 
atmosphere may be closed; or the diaphragm air valve may be 
leaking, around its edge into the spring case and, at the same 
time, the relief port from this case may be blocked up; possibly 
the port leading from, the diaphragm seat to the top of the gov- 
ernor piston may be closed with gum. 

Q. 1118. What causes the accumulation of gum at this 
point? 

A. The accumulation of gum on the diaphragm seat is 
caused by dirt and other foreign matter that finds its way into 
the governor and gets on the seat when the diaphragm valve 
lifts. Excessive quantities of poor oil used in the air cylinders, 
and pumps that run hot, also contribute to the formation of gum 
at this point. 

Q. 1119. What are the modifications in the improved pump 
governor shown in Fig. 14? 

A. The diaphragm body has been redesigned so as to raise 
the diaphragm seat to a higher position, locating it farther away 
from the governor piston. The regulating screw has been re- 
placed by a larger one, and the cap to the spring case forms a 
lock nut for it. Also the small relief port above the governor 
piston. Fig. 16, has been raised from its position in the governor 
body 5 to a position in the diaphragm body PG-32. 

Q. 1120. What advantage is derived from raising the small 
relief port up higher, and locating it in the position shown? 

A. It is farther away from the governor piston, where dirt 
is not so likely to lodge in it, and where it is much cooler, so that 
the tendency for gum to accumulate around it and stop it up is 
very much lessened. 



260 



Q. 1121. What is the advantage of raising the diaphragm 
air valve and its seat up higher? 

A. It places these parts in a much colder position, and re- 
duces very materially the chances for accumulation of gum and 
foreign matter on the diaphragm air valve seat, thus lessening the 
likelihood of trouble from leakage. 



\^^>'>mw////////////////M, 



\/m^< ^^/////////////////^ /y. 

17 
18- 



To Boiler 




Pump 



Fig. 1 6. Style A, New York Pump Governor. 

Q. 1122. What advantage is had in the design of the regu- 
lating nut used in this governor? 

A. The regulating nut is larger and may be operated with 
an ordinary screw wrench instead of a special key, such as is nec- 
essary with the older form, Fig. 16, and the cap or top of the reg- 
ulating nut, serving as a lock nut, eliminates the necessity for a 
special lock nut as is used in the older form. 

Q. 1123. Is the operation of the improved pump governor 
the same as that of the older type, Fig. 16? 

A. Yes. 



261 



DUPLEX PUMP GOVERNOR—STANDARD METHOD OF PIPING. 

* 

Q. 1124. -How does the duplex pump governor differ in 
construction from the single governor? 

A. In that it has two pressure tops connected by means of a 
Siamese fitting to a single body. 

Q. 1125. For what purpose is the duplex pump governor 
used? 

A. It is used for the ''Single Pressure" system, the same as 
the single governor, and also for what is known as the ''Double 
Pressure" or the ''High Pressure Control" system. 

Supplementary Reservoir 

SINGLE PRESSURE SYSTEM 
Arrangement of Piping 
for 

DUPLEX GOVERNOR 

METHOD NO. 1 




Main Reservoir Pressure 



Plug usual Pump Gov. 
Connection 

Duplex Governor 

Adjusted to 70 lbs. A Ll^ ,^» 

^ . „. „ — H=t ^ T\, Adjusted to 100 

Train Pipe Pressure irl iciJ^---. or 110 lb= 



To Pump 



Fig. 17. New York Duplex Pump Governor Standard Method of Piping. 

Q. 1126. When used with the "Single Pressure" system how 
should it be piped? 

A. As shown in the piping diagram., Fig. 17. The gover- 
nor connection forward of the excess pressure, or feed valve, 
which is used with the single governor, piped as shown in piping 
diagram Fig. 18, should be plugged; and one of the pressure 
tops should be piped to the train pipe connection at one side, and 
the other to the main reservoir connection at the other side of 
the brake valve. 



262 



Q. 1127. How are these pressure tops adjusted? 

A. The pressure top connected to the main reservoir should 
be adjusted to stop the pump when the desired main reservoir 
pressure has accumulated therein, and the brake pipe pressure 
top should be adjusted to stop the pump when the desired brake 
pipe pressure has been obtained. 

Q. 1128. What advantage is there in this arrangement of 
governors for the "Single Pressure" system? 

A. It permits of any desired excess pressure being obtained 
in the main reservoir while the brakes are applied, without re- 



Supplementary Rsservoir 

;; — I — I -) Duplen ji'jge 



SINGLE PRESSURE SYSTEM 

Arrangement of Piping 

for 

SINGLE GOVERNOR. 

METHOD NO. 4 




Fig. 1 8. New York Single Pump Governor. 

quiring the pump to work against a high main reservoir pressure 
while the brakes are released. 

Q. 1129. How should the brake pipe governor top be set? 

A. With the brake valve handle in full release position. 

Q. 113Q. Why is this? 

A. In this position the air pressure is being pumped directly 
against the governor while if it was set with the valve handle in 
running position, the air would have to pass through the excess 
pressure valve. 



263 

Q. 1131. What position should the brake valve handle be in 
to set the main reservoir pressure governor top? 

A. In the application or the lap position. 

Q. 1132. Instead of connecting the brake pipe pressure top 
to the brake valve, as shown in diagram, Fig. 17, where else do 
we now find it frequently connected ? 

A. To the brake pipe below the cut-out cock. 

Q. 1133. Why is this? 

A. So that in double heading, the engineer on the second 
engine may know exactly what pressure is being carried ifi the 
brake pipe, although his brake valve is cut out, and may know 
what reductions are being made by the leading engineer in apply- 
ing the brakes. 

DUPLEX PUMP GOVERNOR— HIGH PRESSURE CONTROL 

Q. 1134. When the duplex pump governor is used for the 
"Double Pressure" system, how is it piped? 

A. As shown in the piping diagram. Fig. 19. Both tops are 
connected to chamber E at the brake valve, or the brake valve 
governor connection proper, in front of the feed valve, and a tee 
for dividing the connecting pipe is put in at a convenient point ; 
a stop cock is placed between the tee and the low pressure 
governor top. 

Q. 1135. How are these governor tops adjusted? 

A. One is adjusted to operate when the ordinary brake 
pipe pressure of 70 pounds has accumulated, and the other, 
when using the high pressure control, is usually adjusted at 90 
pounds, and sometimes 100, to operate when this pressure has 
accumulated in the brake pipe. 

Q. 1136. Wlien it is desired to use the higher brake pipe 
pressure, what is it necessary to do ? 

A. To cut out the low pressure governor top. This is done 
by closing the stop cock in the branch pipe to this top, thus 
placing the control of the pump under the high pressure top. 

O. 1137. For what class of service is the high pressure 
control used? 

A. It is used on coal and mineral roads and in places where 
the majority of the trains are hauled with the cars empty, in one 
direction, and with them loaded in the other ; the light or ordi- 
nary pressure is used on trains when running with the cars 
empty, and the higher pressure is used on them when they are 
loaded. However, the tendency is to use higher brake pipe 
pressure on level roads on trains composed of loaded and of 
empty cars. 



264 



Q. 1138. In addition to the duplex pump governor, properly 
piped, what other apparatus is necessary? 

A. Safety valves, such as are used with the combined auto- 
matic and straight air brake, are necessary for the driver brakes, 
tender brakes, and for the engine truck, if it has a brake. 

Q. 1139. Why are safety valves necessary for the brake 
cylinders named? 



Supplementary Reservoir 



DOUBLE PRESSURE SYSTEM 
Arrangement of Piping 



DUPLEX GOVERNOR 

METHOD NO. 2 



3" 
-Q- Copper Pipe 



Main Reservoir Pressure 



Duplex Governor 




Adjusted to 100 
or 110 lbs. 



To Pump 



Fig. 19. New York Duplex Pump Governor High Pressure Control. 

A. Because the breaking force upon the locomotive is 
calculated from a brake pipe pressure of 70 pounds to give all 
the wheels will stand ordinarily, and the weight of the locomotive 
hardly ever varies much ; so that if a higher breaking force were 
employed one time than another it would probably tend to slide 
the wheels. 

Q. 1140. When using the "High Pressure Control" how 
much excess pressure is carried? 

A. Just the same as with the ordinary pressure, about 20 
pounds. 



b 



265 



TRIPLEX GOVERNOR. 



Q. 1141. In what service is the triplex governor used? 

A. It is used in place of the duplex with the "High Pressure 
Control" system, in freight service on both level and mountain- 
ous roads, and also for high speed passenger service. 



Supplementary Reservoir 



DOUBLE PRESSURE SYSTEM 

Arrangement of Piping 

with 

TRIPLEX GOVERNOR 

METHOD NO. 3 



if rnore convenient make 
connection with main 




ceservoir top of G overnor c 
• Witt) Tee 



Triplex Governer 

r f\ n ~~^- Train Pipe Top 

Adjusted to 90 or 1 10 lbs. 



Adjusted to 100 or 140 lbs. 
Main Reservoir Top 



To Pump 



If more convenient this 
connection can be made 
at Engineer's Valve 



Fig. 20. New York Triplex Pump Governor for High Speed Brake. 

Q. 1142. How is the triplex governor piped up? 

A. As shown in the piping diagram, Fig. 20, one top is 
piped direct to the brake pipe connection at the brake valve, 
and sometimes to the brake pipe direct, below the cut-out cock, 
and this top is adjusted for the higher brake pipe pressure ; in 
this pipe a tee is placed, and connection from this tee is made 
to another governor top, which is adjusted for the lower brake 
pipe pressure; the third top is piped to the main reservoir 
pressure direct, either at the brake valve, or at the main reser- 
voir, as convenience requires. 

Q. 1143. With the triplex governor, how can the change 
be made from the lower brake pipe pressure to the higher, when 
4esired? 



26(-5 

A. By closing the stop cock in the branch pipe leading from 
the main governor pipe connection to the low pressure governor 
top, just as in the "Duplex High Pressure Control." 

Q. 1144. Where is the advantage in having the third 
pressure top? 

A. It permits of any desired excess pressure being accumu- 
lated in the main reservoir while the brakes are applied ; and 
while brakes are released requires the pump to operate against 
the ordinary main reservoir pressure only. 

Q. 1145. What are the advantages to be had from the use 
of the triplex governor when using "Single Pressure" system 
and with the triplex governor when using the "Double Pressure" 
system? 

A. In a main reservoir of ordinary size a high pressure may 
be accumulated while brakes are applied, and when releasing 
brakes this pressure is very effective in causing the prompt and 
certain release of all brakes. Also, on account of the smaller 
main reservoir capacity and higher pressure, a much quicker 
recharging of all the auxiliary reservoirs in the train may be 
efTected, which is a very desirable feature, especially in moun- 
tainous service. 



267 



THE NEW YORK ENGINEER'S AUTOMATIC BRAKE VALVE, 

STYLE B. 



SUPPL EMENT ARY F(E^ER VOIR. 




Fig. 21. General Arrangement of Brake Valve, Supplementary Reservoir, Air 
Gauge, Pum.p Governors and Main Rerervoir. 

Q. 1146. What is the purpose of the engineer's brake valve? 

A. To enable the engineman to apply, and to release, the 
brakes properly, and with the desired degree of force. 

Q. 1147. What are the principal parts of the engineer's 
automatic brake valve ? 

A. The main sHde valve EV-114-A (See Figs. 22, 23, 24, 
&c.), and its seat, controlhng the ports between the main reser- 
voir and the brake pipe, and between the brake pipe and the at- 



268 



mosphere ; the quadrant EV-124, the handle EV-123. handle 
shaft EV-120, and link EV-116, for moving the main slide valve ; 
the equahzing piston EV-104-A, with valves EV-180 and EV- 
184 ; lever EV-112, and small cut-off valve EV-110, for regulat- 
ing the brake pipe reduction in service applications and for auto- 
matically closing the service opening ; the excess pressure valve 
EV-97, and spring EV-90, for maintaining excess pressure in 
the main reservoir ; the body EV-lOl-A, and cover 115-A, for 
enclosing these parts ; and the supplementary reservoir EV-155. 
(See Fig. 21). 



A ,M 




EV-I02A 



^ ,f^~-^ ---^ ij--s ..<-pl — f 



Train Pips Msin Reservoir 
Fig 22. New York Engineer's Brake Valve, Release Position. 

Q. 1148. What are the air pipe connections to the brake 
valve and how manv? 



269 

A. There is a main reservoir, brake pipe, pump governor,, 
air gauge, red hand, and air gauge, black hand, connection, five 
in all. (See Figs. 17 to 20 inclusive). 

Q. 1149. How many positions are there on the automatic 
brake valve for the handle? 

A. Five, as shown in the illustrations, Figs. 22-27 inclusive. 

Q. 1150. Nam^e them. 

A. Release, running, positive lap, service graduating, sub- 
divided into five notches, and emergency. 

Q. 1151. How does the brake valve reduce the brake pipe 
pressure when it is desired to apply the brakes in service appli- 
cations ? In emergency applications ? 

A. The service exhaust port F in main slide valve EV-114-A, 
between the brake pipe and the atmosphere, is opened, as shown 
in Fig. 25, by placing the handle EV-123 in the service graduat- 
ing notch, corresponding to the amount of reduction it is desired 
to make. Air from the brake pipe and chamber A can now escape 
through port F and G in slide valve EV-114-A, and exhaust port 
C, in its seat, to the atmosphere. The graduating slide valve 
EV-110, operated by the equalizing piston EV-104-A, and lever 
EV-112, gradually r^uces the service port opening as the reduc- 
tion in brake pipe pressure is being made, until it entirely closes 
or automatically laps port F, as shown in Fig. 26. In emergency 
applications, as shown in Fig, 27, the main slide valve opens the 
brake pipe wide through the large ports J and K, making a quick 
heavy reduction in pressure. (See plan views of slide valve EV- 
114-A and seat). 

Q. 1152. In emergency application does the valve automati- 
cally lap itself? 

A. No ; when the handle EV-123 of the brake valve is 
placed in the emergency position, as shown in the illustration, a 
large direct opening is made between the brake pipe and the 
atmosphere, which will be closed only when the handle is moved 
to any one of the other positions. 

Q. 1153. When making any kind of a brake application, is 
communication between the brake pipe and the main reservoir 
closed? 

A. Yes, always, by the main slide valve EV-114-A. 
Q. 1154. In positive lap position are all ports closed? 

A. Yes; all except port O. 

Q. 1155. Where is main reservoir pressure found in the 
valve? 

A. In chamber B on top of the main slide valve EV-114-A ; 
under the excess pressure valve EV-97, and in the pipe to the red 
hand of the air gauge. 



270 



Q. 1156. Where is brake pipe pressure found? 

A. In chamber A; on the face of the main sHde valve EV- 
114-A; on the brake pipe (chamber A) side of the equaHzing pis- 
ton EV-104-A; in the pipe to the black hand of the air gauge, 
and the pump governor cavity E, Figs. 22, 23, &c. 




£V-I02A 



Ttain Pipe IVIain Reservoir 
Fig. 23. New], York Engineer's Brake Valve, Running Position. 

Q. 1157. Where is the supplementary reservoir pressure 
found? 

A. In chamber D, between the equalizing piston EV-104-A 
and the back cap EV-102-A, in passage H to the supplementary 
reservoir and in the supplementary reservoir (See Fig. 21). 



271 



Q. 1158. How does air pass from the main reservoir 
through the engineer's brake valve into the brake pipe? 

A. In full release position, Fig. 22 (See also diagrammatic 
view of slide valve EV-114-A and its seat), it flows through a 




Train Pipe Main Reservoir 

Fig. 24. New York Engineer's Brake Valve, Lap Position, 

large, free opening in the valve seat, past the end of the main slide 
valve, and in running position. Fig. 23, this direct passage being 
closed, it flows past the excess pressure valve EV-97, which holds 
a definite amount of pressure in the main reservoir above that 



272 

contained in the brake pipe, and through a small opening or pas- 
sage E in the slide valve seat, and a cavity, M, in the main slide 
valve into chamber A and the brake pipe. 

Q. 1159. What takes place when the handle is placed in full 
release position, after a brake application? 

A. Main reservoir air, as already explained, flows in large 
volume direct into the brake pipe, releasing the brakes and re- 
charging the auxiliary reservoirs. At the same time a portion of 
the air in the supplementary reservoir and chamber D is dis- 
charged to the atmosphere. Main reservoir air also flows into 
passage E and the pump governor cavity. Fig. 22, thence direct 
to the pump governor, when pipes as shown in Fig. 18. 

Q. 1160. Why is it necessary to discharge a small quantity 
of air from the supplementary reservoir and chamber D, when 
the handle is moved to release position? 

A. In order to permit the brake pipe pressiire in chamber A 
to force the piston EV-104-A to its normal position, as shown in 
Fig. 22, where it should always be at the commencement of a 
service reduction. 

Q. 1161. What takes place when the brake valve handle is 
placed in running position? 

A. The large, free opening from the main reservoir to the 
brake pipe, past the end of the main slide valve, is closed, and 
governor cavity E is connected direct to the brake pipe through 
cavity M (See Fig. 23) in the main slide valve. Main reservoir 
air then flows past the excess pressure valve EV-97, as already 
explained, into pump governor cavity E and the brake pipe. 

Q. 1162. What is the function of the excess pressure valve 
EV-97? 

A. To maintain in the main reservoir, with the handle in 
running position, a predetermined pressure above that in the 
brake pipe. After this pressure has been accumulated in the 
main reservoir, the excess pressure valve will unseat and nermit 
air tO' flow into the brake pipe. 

Q. 1163. W'hat is excess pressure used for? 

A. For releasing brakes promptly, and for quicklv recharg- 
ing auxiliary reservoirs. 

Q. 1164. What is the positive lap position used for? 

A. To blank all ports, excepting port O between the atmos- 
phere and the supplementary reservoir, and to prevent the flo\v 
of air in any direction through the valve. 

Q. 1165. What valve controls or closes passage and port O, 
when the handle is in any position except service and emergencv? 

A. Vent valve EV-180. 



273 



Q. 1166. What occurs when the handle of the brake valve is 
placed in any one of the service graduating notches? 

A. Referring to Fig, 25, communication is cut ofif between 
the main reservoir and the brake pipe; port O (the end in the 
main slide valve seat) is closed by the main slide valve; the brake 




Train Pipe Main Reservoir 
Fig 25. New York Engineer's Brake Valve, Service Graduating Position. 

pipe exhaust port F, in the main slide valve, is moved past the 
edge of the graduating slide valve EV-110, so as to open this 
port. Brake pipe air then passes into ports and passage F and 
G, in the main slide valve EV-114-A, and out through exhaust 



274 

port C in the slide valve seat, to the atmosphere. This reduction 
of brake pipe pressure in chamber A, on the brake pipe side of 
the equalizing piston EV-104-A, allows the supplementary reser- 
voir pressure in chamber D (equal to the initial brake pipe pres- 
sure before service brake pipe reduction began) to expand, and 
move the equalizing piston forward. This piston, by means of 
the connecting lever EV-112 then moves the graduating slide 
valve EV-110 backward, on the face of the main sHde valve 
EV-114-A, until it gradually closes exhaust port F. 

Q. 1167. After exhaust port F is thus closed what occurs 
if the brake handle is moved to the next graduating service 
notch? 

A. The same as explained in the preceding answer. 
Q. 1168. Why is port F, with the handle of the brake valve 
in the first. service graduating notch, only half uncovered? 

A. So that on trains consisting of four cars or less the initial 
reduction in brake pipe pressure, which should be made in this 
notch, will not be heavy enough to cause quick action of the 
triple valves. But with 5 or more cars any service graduating 
notch except the first may be used in making the initial reduc- 
tion. 

Q. 1169. How much pressure will be drawn from the brake 
pipe if all the service notches have been used? 

A. From' 23 to 25 pounds, the initial brake pipe pressure 
being 70 pounds. 

Q. 1170. If all the service graduating notches on the engi- 
neer's brake valve are used, will the brakes be set in full service? 
A. Yes; as a total service reduction of from 23 to 25 pounds 
will apply the brakes in full. 

Q. 1171. If, after a service application has been made, either 
partial or full, an emergency should arise, where should the 
handle be placed? 

A. In emergency position always. 
Q. 1172. Of what benefit would this be? 
A. If any brakes on the train had partially leaked oflf, 
thereby reducing their holding power, the additional reduction in 
brake pipe pressure would increase brake cylinder pressure, and 
set them harder; those that were only partly set would be set 
in full. 

Q. 1173. How does air escape from the brake pipe when 
the handle is placed in the emergency position? 

A. The air is discharged direct from the brake pipe through 
large exhaust ports J and K in the main slide valve, Fig. 27, and 
exhaust port C, in the seat, to the atmosphere. 



275 



Q, 1174, Why are exhaust ports J and K made large? 

A. So that in emergencies the reduction in brake pipe 
pressure may be made sufficiently quick and heavy to produce 
serial action of the triple valves. 



EV-90 




Trdin Pipe Main Reservoir 

Fig. 26. New York Engineer's Brake Valve, Automatic Lap Position. 

Q. 1175. If upon making a service application the gradu- 
ating valve fails to lap automatically, what should be done ? 

A. Move the handle gradually back until brake' pipe exhaust 
ceases or to positive lap position, after the desired reduction in 
brake pipe pressure has been made. 



276 



Q. 1176. What is usually the causes of the graduating valve 
failing to lap automatically ? 

A. Leakage from the supplementary reservoir and its con- 
nections ; also from chamber D through the back head gasket 
167, Fig. 28. Leakage past the piston packing leather 107, 
Fig. 28, and the packing ring 3, Fig. 28, will also cause the 
valve to fail to lap automatically. 

F E J AGO K 




Fig. 27. 



T 
Train Pipe Main Reservoir 

New York Engineer's Brake Valve, Emergency Position. 



Q. 1177. How can this leakage from chamber D and the 
supplementary reservoir be located? 

A. If the leakage is to the atmosphere it may be found by 
coating the joints with soapsuds. If it is in the piston packing 
leather or ball check valve EV-184, after ascertaining that there 



277 



is no leak in the main slide valve, move engineer's valve handle 
EV-123 to emergency position, letting all air out of the brake 
pipe. If now the cut-out cock in the brake pipe beneath the 
brake valve be closed, and the handle E\'-123 placed in any 
service notch, a leak by the packing leather EV-167, or the bail 
check valve EV-184, from supplementary reservoir and chamber 
D will be manifest by the rising of the black hand of the duplex 
air gauge. With the handle left in emergency position it will 
be manifested by a blow at the exhaust port C. 

Q. 1178. Should a more exacting test be desired, how 
should it be made ? 

IX TI /" 5 A 



JO SMALL 

Reservoir! 




181 

183 
105 A 



Fig 28. Section A, View through Body of Brake Valve. 



A. By increasing brake pipe volume, making it equivalent 
to the volume found with a long train. Then operate the valve 
to be tested, in service application position, to ascertain if the 
valve will automatically close ofif. If the brake pipe discharge 
fails to close off entirely there is leakage at some point, from 
the supplementary reservoir, its connections or chamber D, 
probably past the packing leather of the equalizing piston. 

Q. 1179. What would cause leakage past the piston packing 
leather? 

A. Packing leather improperly fitting the cylinder, being 
worn through by the expanding spring E\'-108, Fig. 28, or the 
bottom of the cylinder cut by dirt accumulating there from the 
brake pipe. 



278 



Q. 1180. How could you test the main slide valve for 
leakage? 

A. With the engine alone, by first moving the handle to 
emergency position and exhausting the brake pipe air, then re- 
turning the handle to positive lap position, exhausting the sup- 
plementary reservoir air, then closing the stop cock under the 
brake valve. With the reduced brake pipe volume any leak 
through the main slide valve will be quickly manifested by an 
increase of pressure in the brake pipe and chamber A, indicated 



TO 

GOVERNOR 



TO GAGE 

■BLACK HAND- 
TRAIN PIPE 
PRESSURE 




TO GAGE 

—RED HAND- 
MAIN 
RESERVOIR 
PRESSURE 



TO 

MAIN 

RESERVOIR 

Fig. 29. Cross Section Showing Ports O and J in Communication. 

by the rising of the black hand on the air gauge, or by a blow 
at the exhaust port C, or by both. 

Q. 1181. How could you test the small cut-ofif valve 
EV-110 for leakage ? 

A. Place the handle in the second service notch, and after 
the automatic cut-off has taken place, close the cut-out cock 
under the brake valve. If a blow is heard at the exhaust port,, 
accompanied by a falling of the black hand on the air gauge,, 
cut-off valve EV-110 is leaking. 



279 



Q. 1182. What parts of the valve require kibrication? 

A. The main sHde valve EV-114-A, the graduating slide 
valve EV-110, the equalizing piston EV-104-A, and the handle 
shaft EV-120. 

Q. 1183. What is likely to be wrong if, after applying 
brakes on a train or while the brake valve handle is on lap, the 
governor stops the pump (where the single governor is used, 
Fig. 18), and prevents the accumulation of excess pressure. 

A. Leakage past the excess pressure valve will most likely 
be the cause, provided the small relief port in the pump governor 
is plugged up. With this relief port open excessive leakage past 
the excess pressure valve EV-97 would prevent the pump from 
accumulating the excess pressure. 

Q. 1184. How would you proceed to clean the excess 
pressure valve ? 

A. After closing the stop cock in the brake pipe below the 
brake valve, and drawing off all the main reservoir air, remove 
the cap of the excess pressure valve, take out the valve and rub it 
clean with a little kerosene oil, replacing it perfectly dry. 



FACE OF SLIDE VALVE 
K 






V^j 



Fig. 30. Showing Cavity P and Arrangement of Ports in Face of Main Slide 

Valve EV-114-A. 

Q. 1185. When is the best time to clean the excess pressure 
valve ? 

A. Before starting the pump and before any pressure has 
accumulated in the main reservoir. x\ll then that is necessary 
to do is simply unscrew the cap, clean the valve, and replace it 
dry. 

Q. 1186. If with a long train and the brake valve handle in 
release position brake pipe pressure increases slowly, where 
should the trouble be looked for? 

A. Lost motion on the inner end of the handle shaft, or>4n 
the link and pins in the main slide valve. 

Q. 1187. What provision has been made to assist the 
engineer in finding the running position on the older style of 
valves, when the sharp point of the handle latch has been worn 
ofif? 

A. A pin is set on the inside face of the quadrant, just below 
the running notch, by which the engineer may be guided to 



280 



running position. On the later form, however, the quadrant 
has been modified so as to contain deeper notches. See Fig. 22. 

Q. 1188. In what way does the style B brake valve, shown 
in Figs. 22-32, differ from style A, shown in Figs. 33-37? 

A. In a ball check valve EV-184, placed in piston EV-104-A 
and controlling a supply port through this piston ; a vent valve 
EV-180 and a vent valve spring EV-182, attached to the stem 
on the end of piston F1V-104-A; a port and passage O, controlled 
on one end by vent valve EV-180, and on the other by main slide 
valve EV-114-A, leading from chamber D up through the back 
cap EV-102-A, thence through the valve body EV-lOl-A to the 
valve cover EV-115-A, thence lengthwise through the valve 
cover to a point opposite port J, in the main slide valve EV- 
114-A ; from this point re-entering the valve body and extending 
up to the face of the main slide valve seat (See Fig. 29). The 
main slide valve itself was modified by changing the shape of one 
of the large ports J, and by adding a cavity P. (Compare Figs. 




Fig. 31, Showing Location of Port O in the Main SUde Valve Seat, 

30 and 33). Port H in the main slide valve seat has been elimin- 
ated, but passage H to the supplementary reservoir has been 
retained. 

Q. 1189. What good results do these modifications effect? 

A. They maintain the supplementary reservoir properly 
charged at all times, regardless of the method by which the brake 
valve may be handled. The piston EV-104-A is always moved 
automatically to its proper position. The valve will graduate 
properly in all service graduating notches, and but very little air 
will be discharged at any time from the supplementary reservoir 
to move piston EV-104-A back to its proper position. 

Q. 1190. How is the supplementary reservoir, with this 
style brake valve, charged with air? 

A. Air, when admitted to the brake pipe and chamber A, 
passes through the small port in piston EV-104-A, underneath 
the check valve EA^-184, raises this check A^alve, and passes on 



281 



through the piston into chamber D; and from chamber D 
through the passage H, which runs the full length of the brake 
valve body, and through the pipe connection, to the supplemen- 
tary reservoir. 

Q. 1191. Is the supplementary reservoir and chamber D 
behind piston EV-104-A always charged with air regardless of 
how the brake valve is handled? 

A. Yes. 

Q. 1192. What is the function of port O? 

A. Port O, as already stated, on the chamber D end, is con- 
trolled by vent valve EV-180. This vent valve, when the piston 



r 




Fig. 32, Cross S2Ctioa Showing Passage H in Body, and Passage O in valve cover. 

104-A is in its normal position, closes the communication be- 
tween the supplementary reservoir and chamber D and the 
atmosphere, when the handle of the brake valve is either in lap, 
running or release position. In the service graduating or emer- 
gency positions port O on the slide valve end is close by the main 
slide valve, so that as piston 104-A moves forward, unseating 
vent valve EV-180, no air can escape to the atmosphere from the 
supplementary reservoir. The function of port O, therefore, is 
to allow supplementary reservoir air to escape to the atmosphere 
while the handle of the brake valve is in either release, running 
or positive lap position, if piston 104-A is at the same time for- 
ward of its normal position and vent valve EV-180 is unseated. 



282 

Q. 1193. When releasing brakes is it necessary to exhaust 
all air from the supplementary reservoir in order to return piston 
EV-104-A to its normal position, as is usually done with the 
older style A valve? 

A. No ; as before stated, when the handle is moved either to 
lap, running or release position, port O is open to the atmosphere 
and supplementary reservoir air can escape. The pressure 
behind piston EV-104-A will then reduce, but this piston will be 
promptly moved to its normal position, by brake pipe pressure 
in chamber A, and vent valve EV-180 will seat, closing port O' 
quickly and preventing any further escape of air to the atmos- " 
phere from chamber D and the supplementary reservoir. But a 
small quantity of air escapes. 

Q. 1194. What is the function of cavity P, in the face of the 
main slide valve? (See Fig. 30). 

A. Cavity P establishes communication between port O and 
exhaust port C, in the seat of the main slide valve, when the han- 
dle of the brake valve is in either running or lap position, as 
shown in Figs. 22 and 23. 

Q. 1195. How does port O have connection with the atmos- 
phere when the handle of the brake valve is in release position? 

A. When the handle is in release position, port O communi- 
cates with exhaust port C and the atmosphere by means of port 
J, in the main slide valve, which in this position uncovers port O, 
as shown in Fig. 22. 

Q. 1196. Is this valve easier for the engineer to operate than 
the older valve, style A? 

A. Yes ; in service applications with the style A valve, if the 
previous release of brakes had been made in running position, ii 
was likely that the equalizing piston had not returned to its 
normal position, because of failure to exhaust the air from the 
supplementary reservoir, and no response could be had at the 
service exhaust port when making the next service application 
until the handle was moved along to the service graduating notch 
next beyond that which was used in making the previous appli- 
cation. Again, in the two-application method of stopping, dis- 
charging the contents of the supplementary reservoir when mak- 
ing the release, and then re-applying the brakes quickly, if done 
without fully recharging the supplementary reservoir, would cut 
out the equalizing feature of the valve, making it necessary for 
the engineer to lap the handle himself. 

With style B valve the piston EV-104-A is always in release, 
or normal position when brakes are released, regardless of how 



283 

the engineer handles the brake valve ; therefore, in all service 
applications, the supplementary reservoir being always properly 
charged, the valve graduates as it should and closes the brake 
pipe when the pressure therein has reduced to correspond to 
the service graduating notch in which the handle is placed. 

Q. 1197. In emergency applications is there any difference 
between the operation of the style B and the style A brake 
valve ? 

A. No ; both valves operate alike in emergency applications ; 
that is, they produce a quick, heavy reduction in brake pipe 
pressure. 

Q. 1198. Is it necessary to have all pipe connections and 
joints of the valve cover EV-115-A and back cap EV-102-A 
absolutely air tight in this valve ? 

A. Yes ; any leakage from chamber D and the supple- 
mentary reservoir will effect the operation of the equalizing 
piston and graduating valve, the same as it would in the style 
A brake valve. 

Q. 1199. For what purpose are the two brass plugs EV-96 
in the cover of the automatic brake valve ? 

A. To enable the engineer or air brake inspectors to oil 
the main slide valve without taking the brake valve apart. 

Q. 1200. When and how should the main slide valve be 
oiled? 

A. The best time to oil the valve is before starting the air 
pump, and when there is no pressure in the main reservoir ; when 
this is the case remove both brass plugs, place the handle in full 
release position and pour a few drops of good oil through the 
hole back of the main slide valve, then place the handle in 
emergency position and pour a few drops through the hole in 
front of the main slide valve, replace the brass plugs and work 
the handle back and forth a few times to spread the oil over 
the seat. The slide valve should receive a little oil through the 
oil plugs only when it commences to work harder than usual. 
Don't pour in too much oil ; it will only serve to gum up the 
working parts. 

Q. 1201. Suppose there is pressure in the main reservoir 
and it is desired to oil the main slide valve ? 

A. Then take the same steps as would be necessary to 
clean the excess pressure valve. Close the stop cock in the 
brake pipe, under the brake valve, stop the pump and exhaust 
the air from the main reservoir, when the oil plugs may be 
removed for oiling the slide valve, and the excess pressure valve 
may be removed for cleaning. However, the best time to do 
this work is before the pump has been started and before com- 
mencing the trip. 



284 

Q. 1202. Will an ordinary leak in the main slide valve 
release the brakes ? 

A. No ; with an ordinary leak from the main reservoir 
through the main slide valve during the time of application of 
the brakes, air will be going out to the atmosphere along with 
the brake pipe air and, as the main reservoir leak will augment 
the brake pipe pressure in front of the equalizing discharge 
piston somewhat, the graduating slide valve will hold the service 
port in the main slide valve open sufficiently to accommodate 
the main reservoir leak, and thus prevent increase of brake pipe 
pressure sufficient to release brakes. 

Q. 1203. Suppose such a leak exists and the handle is 
moved back to positive lap position, after a service reduction, 
what will be the effect ? 

A. The brake will probably release, especially if the train 
is a short one. 

Q. 1204. If a continuous blow of air is heard at the main 
exhaust port when the handle is in release, running or positive 
lap position, where would the trouble likely be found ? 

A. The vent valve EV-180 on the end of the graduating 
valve is probably leaking. 

Q. 1205. In applying new leathers to the equalizing piston 
EV-104-A what precautions should be taken? 

A. The piston should be removed from the cylinder and all 
parts cleaned with kerosene. Care should be taken not to bend 
or kink the coil spring expander EV-108, as, if this is done, the 
tendency will be for the expander, on account of being dis- 
torted, to cut the leather. 

Q. 1206. If the copper pipe between the brake valve and 
the, supplementary reservoir be broken off on the road, could the 
train be handled satisfactorily with the brake valve? 

A. Yes ; it could be handled satisfactorily. 

Q. 1207. In what manner? 

A. By plugging the. connection at the brake valve of this 
pipe, and by making the required brake pipe reduction in the 
first or second graduating notch, depending on the length of 
the train, and moving the handle slowly to positive lap position 
when this is done. As the brake pipe and gauge is connected 
to chamber A, it shows the actual brake pipe pressure in all 
positions of the brake valve handle, and the engineer will have 
no difficulty in controlling the flow of air from the brake pipe 
without danger of an emergency, or of making an insufficient 
reduction. 



285 

Q. 1208. Will the brake valve reduce pressure in service 
applications and automatically lap the valve, as it should, if any 
other initial brake pipe pressure than 70 pounds be used ? 

A. Yes ; if the brake pipe pressure be carried to 90 or 110 
pounds and the handle of the brake valve be placed in the last 
service graduating notch, a reduction in pressure sufficient ta 
equalize the auxiliary reservoir and brake cylinder pressure will 
be had before the valve automatically laps. 

Q. 1209. What are the reductions made at the brake valve 
corresponding to the different notches when the brake pip^ 
pressure is 90 pounds ? When 110 pounds ? 

A. The following table shows -what the various reductions 
are of each service graduating notch from initial brake pipe 
pressures of 70 pounds, 90 poimds, and 110 pounds, and also 
shows the total reduction in brake pipe pressure when the handle 
of the valve is placed in the last graduating notch and the 
valve has automatically lapped itself : 

70 lbs. 90 lbs. 110 lbs. 
1st Service Graduating Notch 5-5 
2nd " " " 8-3 

3rd " " " 11-3 

4th " " " 16-5 

5th " " " 23-7 

The total reduction in brake pipe pressure which it is pos- 
sible to have in the last service graduating notch of the brake 
valve, from an initial pressure of 70 pounds, is 23 pounds ; from 
an initial pressure of 90 pounds it is 27 pounds, and from an 
initial pressure of 110 pounds it is 30 pounds. 

Q. 1210. Will these reductions in each case fully equalize 
the auxiliary and the brake cylinder pressures ? 

A. Yes ; from 70 pounds a reduction of 23 pounds will 
allow the brake to set in full ; from 90 pounds a reduction of 
27 pounds will allow it to be set in full, and from 110 pounds, 
provided there are no reducing valves on the brake cylinder, a 
brake pipe reduction of 30 pounds will set the brake in full. 

Q. 1211. When the handle of the brake valve is moved to 
any one of the service graduating notches, is air allowed to 
escape direct from the brake pipe? 

A. Yes ; brake pipe reductions are always made direct from 
the brake pipe with this valve. 

Q. 1212. In making water tank stops, and in fact all station 
stops, with high speed trains how should the brake valve be 
handled? 



5-5 


6-6 


9-4 


10-4 


13-4 


14-4 


19-6 


21-7 


27-8 


30-9 



^286 

A. What is termed the two-application stop method is the 
one preferred and with the higher brake pipe pressures of 90, 
100 and 110 pounds, this method of stopping will be found an 
improvement over the older method of the single appHcation 
from a pressure of 70 pounds. 

The method of handling the brake valve should be : Make 
a heavy initial service reduction on the first application, while 
the speed is high ; hold this application on until the speed of 
the train has reduced to about ten miles per hour, figuring to 
have the speed reduced to this amount within three or four car 
lengths of the stopping point. Then release the brakes by 
moving the handle of the brake valve to the release position, 
and if the train be short, six cars or less, quickly returning it to 
the positive lap position. This action throws a quantity pf the 
main reservoir air into the brake pipe sufificient to throw all 
triples to release ; bringing the brake valve handle back to 
positive lap permits a quick equalization of the brake pipe and 
auxiliary reservoir pressures, without materially augmenting the 
latter pressure; then the handle being on lap, when close to the 
stopping point, moving it over to the service application position, 
permits the triples to respond promptly with lower brake 
cylinder pressure, thus bringing about a smooth and accurate 
stop.. When the train consists of more than six cars it is not 
necessary to return the handle quickly to positive lap position 
to prevent overcharging of the brake pipe ; it should, in such 
cases, be left in release position long enough to insure moving all 
triples to release before returning it to positive lap position, to 
insure prompt action of the triples when making the second 
application. 

Q. 1213. When releasing brakes on long trains, how long a 
time should the handle be left in release position ? 

A. Until all auxiliaries and the brake pipe are fully charged, 
then move the handle to running position. 

Q. 1214. What is likely to occur if the handle is returned 
from release to running position before all auxiliaries and the 
brake pipe are fully charged? 

A. The forward brakes, that released first, are likely to 
creep on and stall the train. This is because the supply of main 
reservoir air to the brake pipe is temporarily cut ofl, when the 
handle is placed in running position, until the excess pressure is 
obtained and the excess pressure valve opens; and the rear aux- 
iliaries not being charged as high as those in front, continues to 
feed up from the bt^ke pipe, causing a temporary reduction in 
the pressure in the front end of this pipe, which causes the triple 
valves to operate and apply the brakes. 



I 



287 



THE ENGINEER'S AUTOMATIC BRAKE VALVE, STYLE A. 

Q. 1215. If the brake valve handle is left in full release posi- 
tion to recharge the auxiliaries, then quickly moved direct from 
release to first service graduating notch, will the valve automati- 
cally close after the usual number of pounds has been drawn ofif? 

A. No; because the supplementary reservoir was emptied 
in release position, and the graduating feature of the valve de- 
pends on the brake pipe and the supplementary reservoir pres- 
sures being equal at the commencement of the application. The 
handle being moved quickly over running and positive lap posi- 
tions prevents the full recharge of the supplementary reservoir. 
Hence, the automatic service graduating feature of the valve is 
temporarily impaired. 

Q. 1216. How should the valve be handled after supplemen- 
tary, air has been totally exhausted, when reapplying brakes in 
order to insure its proper graduating? 

A. Move the handle slowly over the running and the posi- 
tive lap positions, allowing a moment of time in wdiich the sup- 
plementary reservoir, being comparatively small, will charge 
from the brake pipe. 

FACE OF SLIDE VALVE 




Fig. 33. Main Slide Valve, Style A, New York Engineer's Brake Valve. 

Q. 1217. Suppose a service application has been made with 
an 8-pound reduction, and the brakes released in running posi- 
tion, to what position on the quadrant must the handle be moved 
to get a discharge of air, when the next service application is 
made, from the brake pipe? 

A. No air will be discharged from the brake pipe until the 
brake valve handle is moved beyond the last service graduating 
notch in which the service reduction of the previous application 
was made. The equalizing feature of the preceding graduating 
notches is rendered inoperative because the equalizing piston was 
not moved back to its normal position when the first release was 
made in runnmg position. 

Q. 1218. Why is it that with a light engine or a short train, 
after the valve handle has been left in full release for a time and 
then brought. to running position, that the driver brakes some- 
times creep on? 



288 



A. The valve handle having been left in full release for a lon- 
ger time than necessary, auxiliary reservoir and brake pipe pres- 
sure have become equal. With these pressures equal, moving 
the handle of the brake valve to running position, and charging 
the supplementary reservoir out of the brake pipe at first momen- 
tarily reduces the brake pipe pressure sufficiently to cause the 
driver brake triple to operate, and the driver brake to creep on. 

Q. 1219. How long does it take the supplementary reser- 
voir to charge from zero pressure to maximum out of the brake 
pipe? 

A. About one second. 

Q. 1220. What advantage is there in manipulating the brake 
valve so as not to discharge all the air in the supplementary res- 
ervoir when releasing brakes? 

A. The brake pipe pressure is not reduced by recharging the 
supplementary reservoir when the handle is returned to running 
position, and consequently the driver brake will not creep on. 




WARNING PORT 
Fig. 34. Main Slide Valve Seat, Style A, New York Engineer's Brake Valve. 

Q. 1221. Why does not the driver brakes creep on when the 
train consists of three or more cars and the brake valve is handled 
in the manner described above, when the supplementary reser- 
voir charges up? 

A. Because the volume of brake pipe air is so much larger, 
the small quantity required to charge the supplementary reser- 
voir cannot reduce its pressure perceptibly; hence, the driver 
brake triple will not operate and set the brake. 

Q. 1222. How must this valve be handled to make it oper- 
ate properly in all service applications ? 

A. When releasing after each application, the brake valve 
handle should be placed in full release position long enough to 
exhaust a portion, at least, of the air contained in the supple- 
mentary reservoir and chamber D; then in reapplying the brakes, 



289 



move the handle past the running and the lap positions slowly 
enough to permit train pipe air to restore in the supplementary 
reservoir the quantity that was discharged when the handle was 



I 




Fig. 35- Cross Section showing Port and Passage H, and the Pipe Connections, 
Style A, New York Engineer's Brake Valve. 

moved toward, or into, the release position; continue to move the 
handle to the service graduating notch corresponding to the re- 
duction which it is desired to make, and leave it there until the 
graduating slide valve 110 closes off the brake pipe exhaust. 



290 



Q. 1223. What will be the result if the main slide valve 
leaks while the brakes are applied? 

A. It will usually release brakes, if heavy and from the main 
reservoir; or, if from the brake pipe to the atmosphere, will re- 
duce brake pipe pressure. 

Q. 1224. If a leak is noticed at the main exhaust port, when 
the brake valve is in release position, where is the trouble likely 
to be found? 

A. The equalizing piston follower has not made a proper 
seat on the lead gasket at the back head. 




Fig. 36. Longitudinal Section, Style A, New York Engineer's Brake Valve. 

Q. 1225. Where will this leak be from? 

A. The train pipe pressure will leak by the packing ring and 
the packing leather in the piston 104 to the supplementary res- 
ervoir side of the equalizing piston, and then passes out through 
the passage and port H to the sHde valve seat, thence through 
port J of the sHde valve and exhaust port C of the seat to the 
atmosphere. 

Q. 1226. How would you test the main shde valve 114 in 
the style A brake valve ? 

A. With the engine alone, place the handle of the valve in 
the last service graduating notch and, after reducing brake pipe 
ipressure from 20 to 23 pounds, close the stop cock under the 



291 



brake valve. Leakage past valve 114 will be indicated by the 
gauge black hand rising, and possibly by a blow from exhaust 
port C, should piston 101 move back. 

Q. 1227. How would you test cut-off valve 110? 

A. Knowing the main slide valve to be tight, make a service 
reduction by placing the handle in the second service notch. If 
the valve fails to cut off completely and at the same time there is 



VALVE 




Fig. 37- Cross Section, Style A, New York Engineer's Brake Valve. 

a continued slov; falling of brake pipe pressure, it indicates leak- 
age post valve 110, from the brake pipe. 

Q. 1228. What care should be taken of brake valves in gen- 
eral? 

A. They should be carefully tested to know that they are 
practically tight, and all pipe connections and air joints should be 
kept absolutely air tight. 



292 



THE NEW YORK PLAIN TRIPLE VALVE. 



Q. 

Valve? 
A. 
QT-38, 
suitable 

Q- 

valve ? 
A. 

Q. 



PLAIN TRIPLE VALVE, STYLE A. 

1229. What are the essential parts of the Plain Triple 

The triple piston valve PT-40, the exhaust slide valve 
and the graduating slide valve QT-48, operating in a 
casing, or body, PT-27, as shown in Fig. 38. 

1230. What are the pipe connections to the plain triple 

Brake pipe, auxiliary reservoir, and brake cylinder. 

1231. What are the functions of the operating parts? 




' BC 829 

Fig. 38. Style A, Plain Triple Valve. 

A. Exhaust slide valve QT-38 controls the exhaust of air 
from the brake cylinder to the atmosphere, to release brakes ,' 
and the graduating valve QT-48 controls the admission of air 
from the auxiliary reservoir to the brake cylinder, to apply the 
brakes. The triple piston PT-40 moves the exhaust valve QT-38 
and the graduating valve QT-48, when brake pipe pressure is 
reduced below auxiliary reservoir pressure, so that the exhaust 
valve will close the exhaust port, in its seat, before the graduating 
valve QT-48 opens the service port, in its seat, leading to the 
brake cylinder. The slide valve QT-38 remains stationary after 



293 

once reaching application position, while the piston PT-40, in 
partial sei:vice applications (brake pipe reductions of less than 20 
pounds), returns part way, and causes graduating valve QT-48 
to cover, or lap, the service port. The abutments on the triple 
piston stem that move valve QT-38 are about one-quarter inch 
farther apart than the length of the valve, so as to permit the 
triple piston to move graduating valve QT-48 this limited dis- 
tance without disturbing the exhaust valve. 

Q. 1232. How does the air pass through the triple to charge 
the auxiliary reservoir? 

A. Air from the brake pipe passes to the cylinder and cham- 
ber on the plain side of piston PT-40, then through a small 
charging groove shown in the top of bushing QT-54 and passage 
on the shoulder of piston PT-40 to the chamber on the slide valve 
side of piston PT-40, thence into, the auxiliary reservoir, until the 
latter is charged up equal to the brake pipe. 

Q. 1233. What causes a brake application with the plain 
triple? 

A. A reduction of brake pipe pressure which makes that 
pressure less than auxiliary reservoir pressure. 

Q. 1234. Explain the operation of the plain triple in a brake 
application. 

A. When the brake pipe pressure is reduced below that in 
the auxiliary, the piston PT-40 moves its full stroke, first cutting 
ofi" the communication between the auxiliary reservoir and the 
brake pipe through the charging- groove in the top of its bushing 
QT-54, then moving the exhaust valve QT-38 and the graduating 
valve QT-48 to application position, covering the exhaust port 
and opening the service, or graduating, port. This movement of 
■the triple piston, and the position of the slide valves allows reser- 
voir air to enter the brake cylinder, the quantity admitted being 
in proportion to the brake pipe reduction. If the brake pipe 
pressure is reduced but little, the pressure in the reservoir is soon 
reduced, by expansion into the brake cylinder, to slightly less 
than that in the brake pipe, w^hen the piston PT-40 starts back 
and carries graduating valve QT-48 to lap position, closing the 
service port, without disturbing the exhaust valve QT-38, and 
cutting off further flow of auxiliary air to the brake cylinder. 
The exhaust valve is held to its seat with some force by the air 
pressure on top of it, aided by spring QT-9, and checks the return 
stroke when graduating valve QT-48 has closed the service port. 

Q. 1235. Should an increased or full application of the brake 
be desired, how could it be had? 



294 

A. A further reduction of brake pipe pressure repeats the 
same action of the triple piston and the graduating valve, and 
applies the brakes a little harder. If the brake pipe pressure is 
reduced 5 to 8 pounds, the brakes will be applied with but mod- 
erate force; if, how^ever, the brake pipe pressure is reduced 20 
pounds or a trifle more, the graduating valve QT-48 will remain 
open and the brakes go full on, as the auxiliary reservoir pressure 
will then continue to flow into the brake cylinder until the pres- 
sure in both is equalized. 

Q. 1236. How is the brake released? 

A. An increase in brake pipe pressure, over that in the aux- 
iliary, will cause the triple piston and the slide valves to move 
back to normal position, shown in Fig. 38, where exhaust valve 
QT-38 uncovers the exhaust port to the atmosphere, releasing 
the brakes, and allowing the reservoir to be recharged. 

Q. 1237. For what purpose is the small chamber above 
plug BC-829? 

A. To allow moisture from the brake pipe to collect in this 
chamber, where it can be readilv drained awav bv unscrewing 
plug BC-829. 

Q. 1238. What oil is recommended for lubricating the plain 
triple ? 

A. After cleaning, the triple valve requires hardly any oil, 
just enough to dim the surface of the slide valves and seats and 
the piston and the cylinder surrounding it. Vaseline is excellent 
when used in this way. The oil used, however, should be one 
that will net gum. 

Q. 1239. Why is there no graduating spring in this triple 
valve? 

A. The piston and the slide valves have the same stroke for 
both service and emergency applications, thus making a graduat- 
ing spring unnecessary. 

Q. 1240. Suppose the triple valve while in use on an engine 
or tender should become defective, how could it be cut out? 

A. By closing the stop cock in the branch or cross-over 
pipe put there for that purpose. (Shown in Fig. 1). 

Q. 1241. Is the plain triple valve intended for use on cars? 

A. No; it is intended for use only on engines and tenders in 
conjunction with 6-inch and 8-inch brake cylinders. 

Q. 1242. If the exhaust valve QT-38 should leak how can it 
be detected? 

A. By a blow from the exhaust port of the triple, both while 
the valve is in release and in application positions. 

Q. 1243. Should graduating valve QT-48 leak how can it 
be detected? 



295 



A, By a blow from the exhaust port of the triple while the 
valve is in release position, which ceases when it is in application 
position; and in partial service applications possibly by the brake 
releasing without increase of brake pipe pressure. 

Q. 1244. What size auxiliary reservoir should be used with 
style A triple valve ? 

-2V4- - -^ 



3/4 Pipe t'o 
Auxiliary Res ervoir 




3/4 Pipe 

-To Train 

iPipe 



__i-J-- 



Fig. 39. Style C, Plain Triple Valve. 

A. A 10-inch by 24-inch auxiliarv reservoir should be used 
with this triple in connection with 6-inch driver brake cylinders, 
and 6-inch and 8-inch tender and engine truck brake cylinder. 

PLAIN TRIPLE VALVE, STYLE C. 
Q. 1245. For what is the style C plain triple valve intended? 
A. For use with 12-inch and 14-inch tender brake cylinders, 
and for use with 12-inch, 14-inch and 16-inch driver brake 



296 



cylinders, operated either separately or in combination with the 
engine truck cylinders. 

Q. 1246. How may the style C plain triple valve be dis- 
tinguished from the earlier plain triples ? 

A. Three-quarter-inch pipe is necessary to use with this 
triple to allow the air to flow freely enough to the larger brake 
cylinders with which it is used. One-half-inch pipe is not large 
enough. 



3/4 Pipe to 



Auxiliary Reservoir 




Fig. 40. Style E, Plain Triple Valve. 

Q. 1247. What is the principal difference in the interior 
construction of style C and style E triple valves ? 

A. The triple piston in style C triple is larger in diameter 
than that in style E. 

PLAIN TRIPLE VALVE, STYLE E. 
Q. 1248-9. For what service is the plain triple valve style E 
intended ? 



297 



A. For use with 6-inch, 8-inch and 10-inch tender cyUnders 
and driver brake cyhnders, operated either separately or in con- 
junction with engine truck brake cyhnder. 

Q. 1250. What size of pipe is necessary with this triple 
valve ? 

A. Three-quarter-inch pipe is necessary, the same as with 
the style C plain triple. 

Q. 1251. Is the operation of the plain triple valves, styles 
■C and E, the same as that of style A ? 

A. The method of charging the auxiliary reservoir is the 
same, and the principle of operation is the same. However, the 
construction of the triples is different in that the graduating 
valves PT-55, Figs. 39-10, are of the poppet or check valve 
variety instead of the slide valve type, and the triple piston 
PT-71 and PT-87 have a double stroke. 

Q. 1252. Why do these triple valves have a double stroke? 

A. In service applications the triple piston moves over only 
a portion of its stroke, bringing the small service port in the 
slide valve PT-72 opposite the port in its seat leading to the 
"brake cylinder. In emergency applications it moves its full 
stroke, and the slide valve tmcovers the whole of the brake 
•cylinder port, thus permitting a very quick and full equalization 
•of pressure to take place between the auxiliaries and the brake 
cylinders. 

Q. 1253. For what purpose is the graduating spring PT-57? 

A. In service applications it prevents the triple piston from 
moving too far, and applying the brakes in emergency. 



298 



THE NEW YORK aUICK ACTION TRIPLE VALVE. 

Q. 1254. What are the principal operative parts of the 
New York Quick Action triple? 



QT 139 




Fig. 41. New York Quick Action Triple Valve Release Position. 

A. Referring to Figs. 41 to 44, inclusive, they are: The 
main triple piston QT-128, the exhaust slide valve QT-38, the 
graduating sUde valve QT-48, the vent piston QT-129, and the 



299 

emergency piston QT-137, a rubber seated vent valve QT-131, 
a rubber seated quick action valve QT-139, and a non-return 
brake cylinder check valve QT-117. 

Q. . 1255. The plain triple valves have the triple piston, the 
exhaust valve and the graduating valve. Why are the additional 
valves placed in the quick action valve ? 

A. So that in emergency applications the triple may vent 
the brake pipe locally and at the same time cause quick equaliza- 
tion of auxiliary and brake cylinder pressures. 

Q. 1256. Why is it necessary to vent brake pipe air to the 
atmosphere ? 

A. To produce a quick, serial action of all the quick action 
triple valves throughout the train, thus getting the brakes on 
the whole train quickly. 

Q. 1257. Is any greater pressure obtained in the brake 
cylinder in an emergency application than in a full service ? 

A. No ; as this triple valve uses auxiliary reservoir air alone 
in both service and emergency applications, no higher maximum 
brake cylinder pressure is obtained in one kind of application 
than in the other. In service the brakes apply gradually ; in 
emergency they apply almost instantly with the full cylinder 
pressure. 

Q. 1258. Why is this triple valve called a quick action 
triple ? 

A. For the reason that in emergency applications it carries 
the auxiliary air to the brake cylinder almost instantly to the 
full equalized pressure, through the large opening past the quick 
action valve, augmented somewhat through the service opening, 
past the graduating valve, and because of venting brake pipe air 
to the atmosphere it produces quick, serial action of all the other 
quick action triples throughout the train. In the service appli- 
cation air passes slowly from the auxiliary to the brake cylinder 
through the graduating service port alone, and there is no local 
venting of brake pipe air. 

Q. 1259. How does venting of brake pipe air at the triple 
produce quick serial action throughout the train? 

A. Brake pipe pressure, in an emergency application, is first 
quickly vented at the engineer's brake valve ; this sudden venting 
actuates the quick action parts in the quick action triple valve on 
the car next to the engine. This quick action triple then vents 
brake pipe air to the atmosphere, and the venting at this triple 
actuates the quick action parts in the quick action triple on the 
next car, causing it to vent brake pipe air to the atmosphere, and 
so on throughout the train. 



300 



Q. 1260. Please explain the operation of the quick action 
triple valve in service applications. 

A. Figs. 41 to 44 are diagrammatic drawings, in which the 
quick action triple valve is shown in its four positions, and all 

J 

QT 137 



nm: 




Fig. 42. New York Quick Action Triple, Service Application Position. 

parts h9,ve been placed in one plane for easier study. Referring 
then to Fig. 41, release position, it will be seen that the auxiUary 



301 

reservoir is charged through the usual feed groove B. Exhaust 
valve QT-38 and graduating slide valve QT-48 cover the exhaust 
and the service graduating ports, and these valves are moved by 
the main piston OT-128 to apply and to release the brakes in 
the usual manner. (See Plain Triple Q and A). Thus it will be 
seen that in the quick action triple valve, piston QT-128, exhaust 
valve QT-38 and graduating slide valve QT-48 alone are used in 
making service applications, and its operation in these applica- 
tions is precisely the same as that of the plain triple valve. 

Q. 1261. Name the quick action parts of the triple valve. 

A. They are the vent valve piston QT-129, the vent valve 
QT-131, the plain (quick action) piston QT— 137, the quick action 
valve QT-139, and the brake cylinder check valve QT-117. 

Q. 1262. Do these parts operate in a service application? 

A. No; in service applications these parts remain inoper- 
ative, but in emergency applications they are called into action. 
Vent valve QT-131 is held to its seat by spring QT-132, assisted 
by brake pipe pressure, and is opened by piston QT-129 when 
that piston is forced to the left. Quick action valve QT-139 is 
held to its seat by spring QT-140, assisted by auxiliary reservoir 
pressure, and can only be opened when quick action piston 
QT-137 moves to the right. 

Q. 1263. How does the quick action triple operate in service 
applications ? How in emergency applications ? 

A. Main piston QT-128 has the same stroke for both service 
and emergency applications, and is extended to form a cylinder 
in which vent piston QT-129 is fitted. 

Through the stem of piston QT-129 a small port and pas- 
sage, F, is drilled which allows brake pipe air to pass into cham- 
ber G, formed between the vent valve piston and the main triple 
piston, and equalize the pressure on both sides of the vent piston. 
Port F is made of such size that when main piston QT-128 moves 
slowly to the left, as in service applications, shown in Fig. 42, 
thereby reducing the size of chamber G, the air in chamber G will 
pass through port F to the brake pipe without moving the piston 
QT-129 from its normal position. 

When a sharp reduction is made in brake pipe pressure main 
piston QT-128 will move very quickly to the left; in this case air 
from chamber G cannot flow through port F fast enough to re- 
duce the pressure therein at the same rate that it is being reduced 
in the brake pipe (See Fig. 43), and a momentary excess pressure 
is had in chamber G sufiBcient to force piston QT-129 to the left, 
?nd cause this piston to force vent valve QT-131 from its seat. 
With the vent valve off its seat, as shown, brake pipe air enters 



802 



passage H and escapes to the atmosphere through port J; but 
before the brake pipe air can escape through port J, it must 
exert a momentary strong pressure upon the quick action piston 
QT-137, forcing this piston to the right, and causing it to unseat 

*^ OT 137 

QT 139 

138 




Fig. 43; New York Quick Action Triple Valve, Service Lap Position. 

-quick action valve QT-139. This valve, when unseated in the 
manner described, allows the auxiliary air to flow quickly through 
the large passage K, past the non-return check valve QT-117, 
and through passage L to the brake cylinder. 



303 



Q. 1264. Will vent valve QT-131 stand open and exhaust 
all brake pipe air? 

A. No ; since port F is always open the momentary chamber 
G excess pressure exerted on piston OT-129 will quickly equalize 

"J 

QT 137 



I 



-QT 139 

QT 133 




qj 119 



Fig. 44. New York Quick Action Triple Valve, Emergency Position. 

with the brake pipe pressure, and spring QT-132, together with 
the brake pipe pressure, will return valve QT-131 to its seat, 
thus stopping the escape of air when brake pipe pressure is 



304 

sufficiently reduced to apply the brakes with full force. As valve 
QT-131 closes it returns piston QT-129 to its normal position, 
its travel in that direction being limited by the stop QT-142, 
Figs. 46-47, valve QT-138 and piston QT-137, after equalization 
has been effected in the brake cylinder, will return to their normal 
positions. 

Q. 1265. How does the valve release the brakes ? 

A. Increasing the brake pipe pressure until it is greater 
than that in the auxiliary reservoir causes main piston QT-128, 
and with it slide valves QT-38 and QT-48, to return to their 
normal (release) positions shown in Fig. 41, closing the service 
port and allowing the auxiliary reservoir to recharge through 
the feed groove B, and at the same time the air in the brake 
cylinder to escape into the atmosphere through the exhaust 
cavity in slide valve QT-38 and the exhaust port in its seat. 

Q. 1266. The difference then is what in the operation of 
this triple in the service and in the emergency application? 

A. In service applications the triple allows auxiliary reser- 
voir air to pass to the brake cylinder gradually, and in such 
quantity as is required to produce the necessary braking force. 
In emergency applications it allows the full auxiliary reservoir 
air to pass almost instantly into the brake cylinder and applies 
the brake with full force ; and, at the same time, it vents suffi- 
cient brake pipe air to produce a quick reduction in brake pipe 
pressure which causes the following quick action triple valve to 
operate in quick action and so on throughout the train, pro- 
ducing quick serial action upon all the brakes. 

Q. 1267. After a partial service application has been made 
can emergency application be had? 

A. Yes ; but the quick action parts of the triple will not 
operate so as to produce an instantaneous equalization of 
pressure in the brake cylinder, nor a quick serial application of 
all the brakes ; however, after a partial service application has 
been made, should an emergency arise, if brake pipe air is allowed 
to escape freely, by placing the automatic brake valve handle 
in emergency position, all the brakes on the train will apply 
with their full force much quicker than in ordinary service. The 
operation of the quick action parts of the triple can only be 
obtained when the pistons are separated with chamber G at its 
normal size. 

Q. 1268. Since auxiliary reservoir air alone goes to the 
brake cylinder in service and in emergency applications, would 
not a full service be as effective as an emergency application? 

A. No ; the service is slower than the emergency in which 
both quick action of the triple and serial application of the 



305 

brakes are had ; for this reason the full emergency is more 
effective, in point of time, than the full service. When a partial 
service application is made, followed by an emergency, the com- 
parative effectiveness will depend largely upon how heavy the 
service application is before the emergency is -made, and also 
upon the length of the train ; biit in general, whenl service appli- 
cation is begun, then followed by an emergency, the effectiveness 
of the brakes is not quite so great as it is if the emergency is 
made from the start. 

Q. 1269. If two or three non-venting triples are together 
in a train, will the effect of these triples carry the impulse to other 
venting triples beyond ? 

A. Yes ; the number of quick action triple valves cut out in 
succession in a train through which the impulse of the quick re- 
duction in brake pipe pressure may be carried, causing the triple 
beyond to operate in quick action, depends largely upon their 
location in the train, and varies from 3 placed together behind 
the first quick action triple in the train to 6 or 8 placed close to 
the rear of a 50-car train. 

Q. 1270. What points should be observed in the mainte- 
nance of this triple ? 

A. When necessary to clean the triple the following should 
be observed : The vent piston should be removed from the 
middle portion of the valve case, known to repairmen as the vent 
valve seat QT-130, both pistons placed in a bath of light oil to 
cut the gum around the packing rings, and then, keeping plenty 
of light oil on the rings, work them lightly until all signs of dirt 
disappear. Clean the grooves, slide valves and seats thor- 
oughly, being careful to remove all lint that may be left on the 
parts from the cleaning cloths. Never use waste to wipe the 
parts dry. 

Lubricate the slide valve seats with just enough oil to cover 
the seats, and the cylinder with just as much oil as will hang to 
the walls without leaving any in the bottom of the cylinder ; 
insert the piston, being careful not to bend up spring QT-9, Figs. 
46-47, on back of main slide or exhaust valve, and work the 
piston back and forth a few times in its C3dinder. Then examine 
the ring carefully to see that it shows a perfect bearing upon the 
circumferential surface, and if it does, turn its opening so that 
it will be somewhere in the bottom portion of its cylinder, and 
return the piston to its place. 

Lubricate the vent piston cylinder the same as the main 
cylinder. Clean port F with a piece of pointed hard wood and 
attach the vent piston to the vent valve seat ; place the vent 
valve seat in position on triple valve body, and then push the 



806 

vent piston into its cylinder. Clean all other parts of triple 
valve thoroughly, using no oil whatever, and put them together 
dry, after replacing any defective rubber seat that may be found. 

Q. 1271. Might not the shell of extended cylinder of piston 
QT-128 be distorted or sprung out of round, while making 
repairs, and cause piston QT-129 to work badly? 

A. Yes; sometimes this is done by twisting and prying 
when taking the triple valve down, accidentally dropping the 
piston, or by catching the shell improperly in the vise. The cap 
QT-126 and the vent valve seat QT-130 should be caught hold 
of firmly and pulled straight out, thereby removing piston 
QT-129 without injury to itself or the shell cylinder. Care 
should be taken in laying down the vent valve seat QT-130 not 
to bend the stem of piston QT-129 which, if it is bent, the piston 
may bind in its cylinder, and thus make the operation of the 
triple unsatisfactory. 

Q. 1272. What points should be watched when reassem- 
bling the triple ? 

A. In replacing the main piston and the slide valves care 
should be taken to see that exhaust valve QT-38 has not been 
turned around; when in its proper position the cavity in the 
valve should be toward the piston end. Caps QT-126, QT 119 
and QT-141, and plate QT-127 should be securely fastened when 
replaced. 

Q. 1273. What would happen if cap nut QT-141 were not 
securely tightened or the emergency valve leaked ? 

A. It would leak away auxiliary reservoir air the same as 
a slightly opened release valve, and if fast enough, cause the 
brake to release. 

Q. 1274. Suppose the check valve leaked or the cap nut 
QT-119 were not securely tightened and leaked ? 

A. Brake cylinder air would leak away and the braking 
force would reduce the same as with a leaky piston packing 
leather. 

Q. 1275. Although it is not necessary to disconnect the 
brake pipe to clean the operative parts of the triple, is it not 
advisable to disconnect, inspect and clean ' the triple valve 
strainer ? 

A. Yes; the improved drain cup and brake pipe strainer 
has largely reduced the amount of dirt that usually finds its way 
to the triple valve but does not entirely exclude it. 

Q. 1276. Please describe this improved brake pipe strainer. 

A. It is illustrated in Fig. 45. The strainer is mounted on 
a removable spider DC-36 and may be removed without break- 
ing the pipe joints, for the purpose of examination. The strainer 



307 



DC-35 is placed at the top where no water or dirt rolling- along 
in the pipe can reach it. The drainage pocket may be emptied 
by unscrewing the plug QT-32. 

Q. 1277. Is it not highly essential that dirt should be 
excluded as far as possible from the triple ? 

A. Yes ; dirt causes the packing rings to stick in their 
cylinders and sometimes lodges on the vent valve, causing it to 
stick. To prevent these troubles as far as possible the strainer 
QT-28, Figs. 46-47, should be taken out and cleaned occasion- 
ally, and also the strainer DC-35 in the brake pipe drain cup. 

Q. 1278. Where would you look for trouble if there was a 
constant flow of air out of J in the side of the triple valve ? 

A. A blow at port J indicates that the vent valve is leaking 
or accompanied sometimes by a blow at the exhaust port of the 
triple valve indicates that the quick action or emergency valve 
is leaking. Occasionally the quick action valve is held from its 




Fig. 45- 



1" ^ 
Triple Valve Triple Valve 

New York Improved Brake Strainer and Drain Cup. 



seat by the quick action piston on account of dirt and dust work- 
ing into the quick action piston cylinder, which prevents that 
piston from returning properly. If it is the vent valve that is 
leaking it will be indicated by the application of the brake when 
the cut-out cock in the branch pipe is closed. 

Q. 1279. If, while the air pump labored hard, brake, pipe 
pressure continued to fall and brakes could not be properly 
released, indicating that there was a bad leak in the brake pipe 
somewhere, where would you look for the trouble? 

A. Examine hose connections and brake pipe connections 
proper and listen for leaks at port J of the triple valve. 

Q. 1280. How could the particular triple or triples giving 
the trouble be located? 

A. By blowing or leakage of pressure at port J. 



308 



Q. 1281. Where would this leakage be coming from, and 
what defective parts would cause it ? 

A. The leakage would be coming direct from the brake 
pipe, through vent valve QT-131 on account of it not being 
seated properly, or the rubber seat being defective. 

Q. 1282. What causes would prevent the vent valve from 
seating properly and securely ? 

A. First, there might be some dirt or other foreign matter 
lodged between the valve and its seat. Second, a too tight fit 



:s 



111/2 



QT 135 
QT 131. 
QT 71. 
QT20 



QT55F 
-"0X49 
/QT48 



To Train Pipe 
l"Pipe 

QT28' 
QT30 
QT31 
QT29 




Fig. 46 (a). Style F, New York Quick Action Triple Valve. 

of the packing ring in vent piston QT-129 due to poor repair 
work or dirty and gummy cylinder. Third, bent vent piston 
stem QT-129 caused by repairman or cleaner wrenching the 
valve apart or forcing it together, which holds the vent valve off 
its seat. Fourth, stop plate QT-142 taken off during cleaning 
and put back out of line, binding the piston and holding the vent 
valve partly, open. Fifth, in the older triples the rubber seat of 
the vent valve becoming worn at the bottom, will allow the lever 
arm of the vent valve and the stem of the vent piston to come 



309 



in contact, thus leaving an opening past the worn seat for brake 
pipe pressure to escape. This does not occur with the improved 
vent valve. 

Q. 1283. Suppose the pump labors hard and .brakes refuse 
to release, and while search is being made to locate the cause of 
the trouble it corrects itself and disappears. Where should we 
look for the trouble ? 

A. The vent piston QT-129 is probably gummed up and for 
this reason is allowing vent valve QT-131 to return to its seat 



QT 136 




Fig. 46 (b). Style F, New York Quick Action Triple Valve. 

gradually, and while doing so to discharge brake pipe air to the 
atmosphere via passage H and port J, the leakage ceasing when 
the vent valve finally seats. When this disorder is located the 
triple should be put in order or should be cut out. 

Q. 1284. If a quick reduction be made in brake pipe 
pressure and the quick action parts of the triple do not respond 
properly, where should the trouble be looked for? 

A. Port F should be examined to determine whether it has 
been enlarged in size or not and the packing rmg in the vent 



310 

valve piston should be examined for leakage. Port F enlarged 
beyond standard size and excessive leakage past the piston ring 
would permit chamber G pressure to reduce almost uniformly 
with that in the brake pipe and possibly prevent the operation of 
the quick action parts. 

Q. 1285. Are the New York and the Westinghouse quick 
action triples interchangeable? 

A. The one will fit on the cylinder and auxiliary reservoir 
of the other, but the internal working parts of one will not fit 
into the body of the other. 

Q. 1286. If, in a train of mixed New York and Westing- 
house triples, a brake works in quick action with a service appli- 
cation, can it be told whether the defective triple valve is a New 
York or a Westinghouse ? 

A. It can in many cases ; a New York triple that works in 
quick action, when making a service application, usually does 
so with less than a five-pound reduction ; while a Westinghouse^ 
in same condition, usually requires a five-pound service reduction 
to apply it in quick action, and sometimes more. 

Q. 1287. How can a defective triple valve be located ? 

A. By stationing the trainmen along the train and noting 
which valve, in a service application, vents air to the atmosphere. 
If the ground is dry the defective triple can be located by the 
dust that will be stirred up by the vented air. Another method 
is to close an angle cock about the middle of the train and have 
an application made to determine whether it is in front or back 
of this point, proceeding in this manner until located. In cases 
where quick action occurs during a service reduction the length 
of service reduction had at the brake valve, before it suddenly ter- 
minates the service reduction, is an indication about the location 
of the point in the train at which the defective triple is located. 

Q. 1288. What is the object of the small plug in vent piston 
QT-129 ? 

A. To permit of easily grinding in the vent piston ring; 
a :|-inch hole is drilled through the piston, which gives a free 
passage of air to and from chamber G during the process of 
grinding. After the ring has been fitted the plug referred to is 
inserted. 

Q. 1289. Formerly port F was located in the vent piston. 
What improvement in the action of the triple is had from the 
present location of port F in the piston stem? 

A. In emergency applications the vent valve piston stem is 
carried to the left and port F in this stem is carried into the 
bushing in the vent valve seat, the bushing being made a close 
fit around the ^tem, so that the escape of air from chamber G 



311 

is considerably retarded. This prolonged retardation of the 
escape of air from chamber G causes the vent piston to hold the 
vent valve from its seat longer, and thus to vent more of the 
brake pipe air to chamber H. The increased quantity of brake 
pipe air vented to chamber H has the effect, after forcing over 
the quick action piston, of holding it there longer, which results 
in holding the quick action valve off its seat longer; and the 
effect of the combined action is to cause an almost instantaneous 
equalization of pressure between the brake cylinder and the 
auxiliary reservoir and a quicker serial application. 

Q. 1290. What other effect is produced in the operation of 
the triple valves by the present form of port F ? 

A. It enables quick action to jump a greater number of 
plain triple valves placed together in succession or a greater 
number of cut-out quick action triple valves in succession than 
formerly. Also it provides for a sufficient venting of air from 
the longer train pipes found on modern cars and insures a 
sufficient reduction to produce serial quick action throughout 
the whole train. 

Q. 1291. What is the function of the port and passage lead- 
ing from port J in front of piston QT-137 to the rear of this 
piston, then back under the bushing to port J again? 

A. To relieve the cushioning effect which would be had due 
to the quick movement of this piston and to enable the vented 
train pipe air to hold it over the required period of time. 

Q. 1292. Can the present vent piston, having port F drilled 
through the stem, be substituted in the older triples and produce 
the sarne effect in quick action as is had in the modified triple ? 

A. Yes ; and this is done when the older triples come in for 
cleaning and repairs. 

Q. 1293. With the exception of the above, is the operation 
of the present quick action triple and the older triples the same? 

A. Yes ; and all the answers given to the questions relative 
to the present form, with the exception of those given below, 
apply to the older style. 

IMPROVED QUICK ACTION PASSENGER TRIPLE, STYLE S. 

Q. 1294. In what does the style S passenger quick action 
triple differ from the standard quick action triple? 

A. It is larger, has a larger service graduating port for the 
air to pass through to the brake cylinder, also a larger exhaust 
port ; the exhaust valve OT-162-S has a service graduating port 
drilled through it, and carries the graduating valve QT-163 
mounted on top. (See Fig. 47 (a). 



312 



Q. 1295. What advantage is there in placing the graduating 
valve QT-163 on top of the exhaust valve? 

A. It reduces the friction of the moving parts. When the 
triple piston begins to move, the graduating valve is moved first 
to uncover the service port in the exhaust valve; then the ex- 
haust valve is moved until the graduating ports in the exhaust 
valve and its seat come in register. In this style of triple but 
one slide valve is moved at a tim,e. 

Q. 1296. Should the graduating valve in the style S quick 
action passenger triple leak, how could it be detected? 

^ ^2'1 



:^ 



QT135 
QT 131 
QT20. 
QT71- 



QT132 , 
QT 12^ 
QT143 
QT142 



QT 1 62 S 



To Train Pipe 
l"Pfpe 

aT28 
QT 30' 
GT31 
QT29 




<oy2' — ■ 

Fig. 47 (a). Style S, New York Quick Action Triple Valve. 

A. By making a partial service apphcation, and then noting 
whether the brake released of its own accord or not? 

Q. 1297. If the graduating valve in this triple leaks will it 
allow air to escape through the exhaust port while in release 
position? 

A. No ; when the exhaust valve is in release position it con- 
trols the opening from the auxiliary to the brake cylinder and 
atmosphere, and no air leaking by the graduating valve can 
escape through this port. 



313 



Q. 1298. With what size brake cylinders are the style S 
quick action triple valves used ? 

A. With 12, 14 and lf)-inch brake cylinders. 

Q. 1299. How may this triple valve be distinguished from 
the freight and 10-inch passenger triple valve? 

A. The letter S is cast on the triple valve, and it fastens to 
the brake cylinder with 3 studs. 

Q. 1300. How may the parts of this triple that are not inter- 
changeable with similar ones of the other triples be distin- 
guished ? 




QT 141 
QT 140 
QT 139 



QT 119 
QT 118 
QT 117 



Fig 47 (b). New York Quick Action Triple Valve. 

A. The letter S is stamped on the parts that are not inter- 
•changeable. 

Q. 1301. Is there any difference in the side cap of the style 
:S and P and the freight triple valves? 

A. Yes; the side cap of the triples S and P are tapped out 
for -J-inch pipe and a pipe plug inserted. 

Q. 1302. Why is this side cap tapped out for J-inch pipe? 



814 

A. To permit of the attachment of the compensating valve 
for high speed braking. 

Q, 1303. The drawings show the brake cyhnder check valve 
QT-117 made of metal (brass). What is the latest practice in 
connection with this valve? 

A. Brake cylinder 'check valve QT-117 is now made with a 
rubber seat in all styles of quick action triples, and will inter- 
change with quick action valve QT-139. 

QUICK ACTION TRIPLE VALVE, STYLE H. 

Q. 1304. For what is style H triple valve intended? 

A. For use on 10-inch freight car equipment. 

Q. 1305. How may this triple valve be distinguished from: 
other forms of triple valves? 

A. The letter H is cast on the side of the triple, and it fas- 
tens to the atixiliary reservoir with 2^ studs. 

Q. 1313. What triple is the style H similar to in appearance 
and construction? 

A. The appearance and construction of this triple is similar 
m many respects to the style S. 

Q. 1307. As the style S triple fastens to the auxiliary reser- 
voir with the same number of studs as the style H, is it possible 
to get these triples on the wrong size brake cylinder? 

A. No; while both these triples fasten with 3 studs the 
spacing of the holes is different. 

Q. 1308. How can the parts of this triple that are not inter- 
cliangeable be distinguished? 

A. The letter H is stamped on the parts that are not inter- 
changeable. 

QUICK ACTION TRIPLE VALVE. STYLE P. 

Q. 1309. For what use is the style P triple valve intended? 

A. For use on 10-inch passenger and tender cylinders. 

Q. 1310. How can this triple valve be distinguished from; 
style F triple valve which is for freight car use? 

A. The letter P is cast on the side of this triple valve. 

Q. 1311. In what points does this triple valve differ from 
the freight triple valve ? 

A. The feed grooves in the main piston bushing and in the 
piston are larger. The vent port F in the vent piston stem is 
also larger. 

Q. 1312. What parts of this triple valve are not interchange- 
able with the freight triple valve ? 

A. The main piston and the vent piston. 



315 

Q. 1313. How may the parts of this triple valve that are not 
interchangeable with the freight triple valve be distinguished ? 

A. The parts that are not interchangeable have the letter 
P stamped on them. 

Q. 1314. Is there any difference in the operation of this 
triple from that of the others ? 

A. No ; its operation is the same as that of the others. 

Q. 1315. Is its side cap tapped out for the piping of the 
compensating valve ? 

A. Yes ; compensating valves are used on all sizes of pas- 
senger triples. 



316 

THE NEW YORK COMBINED AUTOMATIC AND STRAIGHT 

AIR BRAKE. 

Q. 1316. Wnat is the combined automatic and straight air 
brake ? 

A. It is a combination, upon the engine and the tender, piped 
and arranged as shown in Fig. 48, of an automatic and a 
straight air brake, so that either of them may be operated sep- 
arately at the desire of the engineer. 

Q. 1317. Why was it necessary to combine the straight air 
brake with the automatic air brake on engines and tenders ? 

A. Because it was found that in switching service the 
straight air brake was more satisfactory than the automatic, 
and would give much better results ; that in road service, in slow- 
ing up long freight trains, bunching the slack preparatory to a 
stop with the automatic, and holding trains bunched when 
releasing the automatic brake, as well as in controlling the speed 
of trains down long grades, it was an efftcient aid. 

Q. 1318. In addition to the usual automatic air brake parts 
on the engine and tender, what straight air brake parts are neces- 
sary to produce the combined apparatus ? 

A. There is required one f-inch straight air brake valve, 
style C, Fig. 49 ; one straight air pressure reducing valve. Fig. 
50 ; two double throw-check valves. Fig. 51, and two safety valves, 
with hand release, Fig. 52 ; one each for the driver and the tender 
brake cylinders ; one hose connection and union, with angle 
fittings. Fig. 53, and the necessary stop cocks, cut-out cocks and 
piping, as shown in the "Combined Automatic and Straight Air 
Brake" piping diagram. Fig. 48. 

Q. 1319. What are the functions of the straight air brake 
valve ? 

A. With this valve air is admitted to and exhausted from 
the brake cylinders in applying and in releasing the brakes. 

Q. 1320. How many positions are there on the straight air 
brake valve for the handle? 

A. Four ; the release, lap, service and emergency applica- 
tion positions, as shown in Fig. 49. View (a). 

Q. 1321. How can these positions be told? 

A. By means of the notches made upon the quadrant and 
the stops at each end. 

Q. 1322. What is the type of air valve, in the engineer's 
straight air brake valve, that controls the flow of air between the 
main reservoir, brake cylinder and atmosphere? 

A. It is an ordinary D slide valve, designated EV-227. 

Q. 1323. Should this valve ever become dry and hard to 
operate, how could it be lubricated? 




FIG, 48. GENLKAL AKKANCI-MENT AND MLTMOiJ Ol- IMI'lNti Till! Nl-W VCJRK CnMllINElJ AL'TOMATIC AND STRAK-IIT AIR BRAKE. 



817 



A. By first closing stop cock in the main reservoir pipe 
and working the handle back and forth a few times to exhaust 
the air from the brake valve ; then by removing the oil plugs 
EV-96 in the cover EV-220 ; the slide valve and its seat may 
then be lubricated. 



rs'i 




To Brake Cylinder 



3/2 



^1 

To Main Reservoir 
3/4" Pipe 



— 4)4 



(a) 



(b) 



Fig. 49. Style C. New York Straight Air Engineer's Brake Valve. 

Q. 1324. What is the function of the straight air brake 
pressure reducing valve? 

A. The straight air brake pressure reducing valve, Fig. 5(),- 
limits the pressure obtainable in the straight air brake pipe and. 
in the brake cylinder to the desired amount. 



318 



Q. 1325. At what pressure does the reducing valve usually 
Ihnit the air for the straight air brake? 

A. Usually at 45 pounds, but this may be varied to suit 
special conditions, and the valve may be set to furnish either 
more or less. 

Q. 1326. How is the straight air pressure reducing valve 
adjusted? 

A. By removing the cap nut SA-30 and screwing the regu- 
lating screw SA-34 if we wish to increase the pressure, and by 
unscrewing it if we wish to reduce the pressure. 




.V. 255 E.V.\254 



Fig. 50. New York Straight Air Brake Pressure Reducing Valve, 

Q. 1327. Why are the spring case SA-29, and the regu- 
lating spring SA-20, and regulating nut SA-34, located above 
the supply valve SA-26? 

A. To prevent moistiire, dirt and oil coming from the main 
reservoir from lodging upon the rubber diaphragm, which con- 
stitutes the wall between the straight air brake pipe pressure 
;and the regulating spring. 

Q. 1328. What is the duty of the regulating spring SA-20? 



319 

A. Its duty is to keep diaphragm stem SA-21 in position to 
hold supply valve SA-26 away from its seat until the brake 
cylinder pressure reaches the limit of its adjustment. 

Q. 1329. How does it do this ? 

A. When the pressure in the straight air brake pipe falls below 
the desired amount the regulating spring forces the diaphragm 
SA-32, together with the diaphragm stem SA-21 downward ; 
diaphragm stem SA-21 then forces supply valve SA-26 away from 
its seat, thus permitting air from the main reservoir to pass 
through to the straight air brake valve. When the air pressure 
below the diaphragm is sufficient to overcome the tension of the 
regulating spring the diaphragm plate and diaphragm will be 
forced upward and away from the supply valve ; then the small 
spring SA-28, assisted by main reservoir pressure, will force the 
supply valve to its seat, thus cutting ofi the supply of air from the 
straight air brake valve, straight air brake pipe and the brake 
cylinders. 

Q. 1330. Should the reducing valve leak, what would be 
the result? 

A. Main reservoir pressure would then be had in the main 
reservoir pipe as far as the straight air brake valve, and in case 
of a straight air brake application, the leak would continue to 
raise the pressure in the brake cyUnders until the relief valves 
opened. 

Q. 1331. How can the supply valves be cleaned? 

A. By closing the cut-out cock between the main reservoir 
and the pressure reducing valve and unscrewing the cap nut 
SA-25. The supply valve may then be removed and cleaned. 

Q. 1332. How should the supply valve be cleaned? 

A. By softening up the gum or dirt with a little kerosene or 
other light oil that will cut it, then wiping it perfectly clean. 

Q. 1333. Should the supply valve be oiled when placed back 
in position? 

A. No; it should be replaced perfectly dry. 

Q. 1334. Should care be used about screwing up the spring 
case SA-29 against the body SA-24? 

A. Yes ; care should be taken, when renewing the dia- 
phragms SA-32 and in replacing the spring case, not to screw the 
latter up so tight as to crush the diaphragm.s. A little space 
should always be left between the spring case and the body. 

Q. 1335. How many sizes of double throw check valves are 
there? (See Fig. 51). 

A. Two. 

Q. 1336. What are the sizes and why are two needed? 



320 



A. One is for ^-inch pipe connections and is for use with the 
smaller plain triples; the other is for j-inch pipe connections and 
is for use with quick action triple valves and the larger plain 
triples. 

Q. 1337. Describe the double throw check valve. 

A. It is a check valve of the piston variety with two faces, 
each having a leather washer or seat. 

Q. 1338. What are the duties of the double throw check 
valves? 

A. To close the communication between the triple 
valve and the brake cylinder, when the straight air brake is being 
used; and to close the communication between the straight air 

TO BRAKE CYLINDER 



. V. 253 
E. V. 255 
E. V. 254 
> 




3/4 PIPE 

TO BRAKE CYLINDER 



Fig- 51. ^-inch Straight Air Double Check Valve. 

brake pipe and the brake cylinder, when the automatic brake is 
being used. 

Q. 1339. How does the double throw check valves operate 
to close the communication between the triple valve, or the 
straight air brake pipe, and the brake cylinder, when either brake 
is being operated? 

A. If the straight air brake is being used, air is admitted to 
the straight air brake pipe, and the pressure will force the double 
clieck valve SA-38 to the right, provided there be no pressure 
other than atmospheric on the other side of it, causing the leather 
seat on the triple connection end to seat air tight against the cap 
SA-37, the check valve will thus close the communication be- 



321 

tween the triple and the brake cylinder, and at the same time will 
open the ports in the check valve bush SA-3 leading from the 
straig'ht air brake pipe to the brake cylinder, in this manner es- 
tablishing a communication between the straight air brake valve 
and the brake cylinder. 

If it is the automatic brake that is being used, when air 
passes from the triple valve to the pipe leading to the brake cyl- 
inder the air pressure will force the double throw check to the 
left, and close the communication between the straight air brake 
pipe and the brake cylinder, and open the communication be- 
tween the triple valve and the brake cylinder. 

Q. 1340. How are the piping and the valves arranged for 
the combined automatic and straight air brake? 

A. As shown in the piping diagram, Fig. 48, there is a pipe 
leading from the main reservoir to the straight air brake valve, 
and in this pipe the straight air pressure reducing valve is placed ; 
then from the straight air brake valve there is a pipe that leads 
direct to the double throw check valves; the double throw check 



H.C.-3U H.C.-2I 




H.C.-23' 

^% 52. ^-inch Straight Air Brake Pipe Hose Connection. 

valve is placed at the junction of the pipes leading from the triple 
valve and the straight air brake valve to the brake cylinder. 

Q. 1341. Why are safety valves placed in the brake cyl- 
inders? 

A. For the purpose of relieving the cylinders of any over- 
pressure that might accumulate in them because of leaks from 
the straight air pressure reducing valve, the double throw check 
valve, or from an emergency application of the automatic brake 
while the straight air brake is applied. 

Q. 1342. Why are these safety valves supplied with a hand 
release? 

A. In order that there may be a double protection against 
wheel sliding, and so that on slippery or bad rail, should the 
wheels slide, the engineer may quickly relieve the pressure sufifi- 
ciently to start them rotating again. Also to prevent overheat- 
ing of tires on long down grades. 

Q. 1343. Should both the automatic and the straight air 
brake ordinarily be kept cut in ready for use at all times? 



322 



A. Yes; unless failure of some part requires cutting one or 
the other out. 

Q. 1344. Should an excess pressure always be kept in the 
main reservoir? 

A. Yes; to insure the satisfactory operation of the brake and 
a certain release at all times an excess pressure of 10 or more 
pounds should be maintained in the main reservoir. 

Q. 1345. In what position should the handle of the straight 
air brake valve be kept while the automatic brake is being used? 

A. When using the automatic brake be sure that the handle 
of the straiglit air brake valve is in release position. 

R.V-I 10 
R.V-II5 
R.V-I 14 




R.V-I 12 
R.V-I I I 

R.V-I 03 

R.V-I 13 



R.V-I 05 



R.V-102 



R.V-107 



-^ PIPE THREAE 

Fig. 53- New York Safety Valve, With Hand Release. 

Q. 1346. What might happen if the handle of the straight 
air brake was in lap position while the automatic brake was being 
released? 

A. There would be a Hkelihood of the driver and the tender 
brakes sticking. 

Q. 1347. Should the automatic brake be used while the 
straight air brake is applied ? 

A. Ordinarily the straight air brake should be released 
before the automatic brake is applied, but in cases of emergency 
occurring after the straight air is applied no attention should be 



323 

paid to this instruction, but apply the automatic brake in 
emergency immediately. 

Q. 1348. Where should the handle of the automatic brake 
valve be carried while the straight air brake is being used ? 

A. In the running position. 

Q. 1349. Why should the handle of the automatic brake 
valve be carried in the running position while the straight air 
brake is being used? 

A. For the same reason that the straight air brake valve 
handle should be carried in full release while the automatic 
brake valve is being used ; that is, to avoid sticking of the driver 
and the tender brakes when it is desired to release them. 

Q. 1350. Why are the driver and the tender brakes likely 
to stick unless the brake valve handles are carried as directed 
above ? 

A. In the case of using the automatic brake, while the 
straight air brake valve handle is on lap, leakage of air from the 
brake cylinder or past the seat of the straight air brake valve 
as far as the seat of the double throw check valve will charge 
the straight air brake pipe with pressure ; then when releasing 
the automatic brake, as soon as the cylinder pressure has 
reduced below that the straight air brake pipe contains, the 
double throw check will shift its position and open communica- 
tion between the straight air brake valve and the brake cylinder, 
and thus hold the brake applied with the remaining cyHnder 
pressure, augmented somewhat by the higher pressure in the 
straight air brake pipe. 

Carrying the handle of the automatic brake valve in full 
release position while the straight air brake is being used might 
cause the triple valve to move toward application position and 
close the exhaust port ; then possible leakage from the auxiliary 
passing into the triple valve pipe leading to the double throw 
check valve would charge up this space to a pressure, which, 
while the straight air brake air is escaping in the release of the 
brake, would be sufficient, after the brake cylinder pressure had 
reduced a certain amount, to cause the double throw check to 
shift its position, cut off the escape of air at the straight air 
brake valve, and cause the brakes to remain applied at a reduced 
pressure ; there being no excess pressure in the main reservoir, 
on account of the automatic brake valve handle being in full 
release position, it will be seen that sticking of the brakes will 
result, or at least their release will be difficult. 

Q. 1351. Should care be used in handling the straight air 
l)rake? 



324 

A. Yes ; as the straight air brake is nearly as powerful aS' 
the automatic on the engine and tender, it should be handled 
with judgment and skill. Care should be taken to avoid rough 
handling of trains with it, as it must be remembered that the 
braking power is all on the engine and tender. 

When using the straight air brake to steady trains on long 
down grades care should be taken to avoid loosening the tires 
on the drivers, from overheating them. This can be done by 
alternating the straight air on the drivers and the automatic on 
the train. 

Q. 1352. When the safety valves that are placed in the 
brake cylinders operate in a full application of the straight air 
brake, what does it indicate ? . 

A. Either the safety valves or the special straight air brake- 
pressure reducing valve is out of adjustment or is leaking, and 
that these parts should be tested and adjusted at once. 

Q. 1353. What is the best location for the brake cylinder 
safety valves ? 

A. It is better to have them piped up to the cab so that 
the hand release with which they are provided can be operated 
by the engine crew, whenever it is desirable to do so, to avoid 
wheel sliding or overheating of tires. 

Q. 1354. How should the double throw check valve be 
tested for leakage ? 

A. With the handle of the automatic brake valve in running 
position, and the triple valve in release position, apply the 
straight air brake ; should there be any leakage past the double 
throw check valve from the brake cylinder it will appear at the 
exhaust port of the triple valve in the form of a blow. 

Having tested with the straight air brake valve in this way 
foi leakage past one seat, next place the handle of the straight 
air brake valve in full release position and apply the automatic 
brake; any leakage past the other seat will appear at the exhaust 
port of the straight air brake valve. When making this latter 
test, however, it should be known that the slide valve itself, of 
the straight air brake valve, is tight. 

Q. 1355. If the automatic brake is partially applied, and 
straight air is then used, what will be the result ? 

A. In this case brake cylinder pressure will not be raised 
above that at which the pressure reducing valve is set; but the 
best results in handling the combined straight air and automatic 
brakes will be had if the following rules are observed: 

1. Always keep both brakes cut in ready for use, unless fail- 
ure of some part requires cutting out, except as noted for use orr. 
long grades. 



325 

2. An excess pressure should always be kept in the main 
reservoir to insure satisfactory operation. 

3. Keep the straight air brake valve in release position while 
using the automatic, and keep the automatic brake valve in run- 
iimg position while using the straight air. This rule should be 
observed to avoid sticking of the driver and the tender brakes 
when releasing. 

4. Ordinarily the automatic brake should not be used while 
the straight air is applied. If the automatic is wanted for ser- 
vice application, after the straight air brake has been applied, 
release the straight air before applying the automatic. This rule 
does not apply in case of emergencies. 

5. The use of the straight air brake while the automatic 
brake is applied will not increase the driver and tender brake cyl- 
inder pressures above 45 pounds, but the release of either brake 
is not certain while the other brake valve is on lap or in applica- 
tion position. 

6. It must be remembered that the straight air brake on the 
driver and tender is nearly as powerful as the automatic brakes 
on the same ; and, therefore, that it ought to be used with care to 
avoid rough handling of trains and, in holding down long grades, 
the overheating and loosening of tires on drivers. 

7. The straight air pressure reducing valve should be kept 
adjusted at 45 pounds, and the driver and tender safety valves 
at 53 pounds. When the safety valves operate under a full appli- 
cation of the straight air brake it indicates that either the special 
reducing valve or the safety valve is out of adjustment, and they 
should be tested and adjusted at once. 

8. When brake' cylinder safety valves are located in the cab 
and near the tender deck, as they should be, the hand release, 
with which they are provided, may be used to regulate the cylin- 
der pressure or to release the brakes on the engine and the 
tender, when necessary to prevent wheels sliding or overheating 
of tires. 

Q. 1356. What do the different views of the straight air 
brake valve, style C, show ? 

A. View (a) is a longitudinal one through the valve showing 
the shape of the slide valve and its exhaust cavity and the method 
of connecting the operating handle; it also shows the ports in the 
slide valve seat, and the main reservoir, straight air brake, and 
air gauge pipe connections. View (C) is a cross-sectional one 
showing the bolting and the outside dimensions. 

Q. 1357. Where is the straight air brake valve located? 

A. In the cab; usually on the side, in the most convenient 
place for operating. 



326 

Q. 1358. Can the force of the appHcation of the straight air 
brake be varied to suit requirements? 

A. Yes; if necessary to make the apphcation quick, as in 
emergency, it can be done by moving the handle quickly to full 
application position, where the supply port is wide open and the 
exhaust port closed. If a quick release is desired it may be had 
by moving the handle quickty to full release position, where the 
exhaust port is wide open and the supply port closed. When 
graduated application is desired the size of the supply port open- 
ing may be graduated at will. By moving the handle toward 
release position, thereby allowing a portion of the brake cylinder 
air to escape, and then moving it back to lap position, a partial 
release of the brake may be had. 

Q. 1359. Of what use, aside from switching, is the straight 
air brake on road engines? 

A. It is useful in slowing up trains at various points where a 
light application of the brake only is required; in letting trains 
down long grades, when necessary to recharge the auxiliary 
reservoirs, and train brakes must be held on ; it assists the pres- 
sure retaining- valves in controlling the speed of the train during 
the time the auxiliaries are recharging. Where only light appli- 
cations to slow the train up at various points are required the 
straight air brake is not only useful for this purpose, but it pre- 
vents sliding of many wheels on the train; for experience has 
shown that a light application of the automatic brake renders it 
much harder to release, and therefore there is a likelihood of 
some one or more triples refusing to go to release; thus the 
brakes remaining applied, although the application is a light one, 
the wheels are sometimes slid and ruined. 

Q. 1360. Whereabouts on the engine is the straight air 
brake pressure reducing valve usually located? 

A. At some convenient point in the cab, where there is little 
or no danger of its freezing, and not too close to the boiler head, 
where it might possibly become overheated. 

Q. 1361. How may errors in piping the straight air brake 
valve be avoided? 

A. By noting that the main reservoir connection be made 
at that part of the brake valve that is marked in raised letters 
'Tront." The brake pipe connection is made to the other con- 
nection, and in this brake pipe connection there is a hole drilled 
and tapped for the air gauge pipe. 

Q. 1362. How would you test for a leaky slide valve in the. 
straight air valve? 



327 

A. With the brake released, and the handle in full release 
position ; if a blow is heard at the exhaust port the slide valve is 
leaking. 

Q. 1363. What effect does a leak through the slide valve of 
the brake valve have upon the operation of the straight air brake? 

A. Ordinarily during the time that a straight air brake ap- 
plication is held applied, if the leak is from the main reservoir 
pressure, the brake cylinder pressure will increase to the limit of 
the pressure reducing valve, but it might happen that the leak 
be from the brake cylinder to the atmosphere, in which event it 
would reduce the brake cylinder pressure. 



328 

THE NEW YORK HIGH SPEED BRAKE. 

Q. 1364. What does piping diagram, Fig. 54, represent? 

A. The method of piping up the high speed automatic quick 
action brake in combination with the straight air brake on pas- 
senger engines. 

Q. 1365. When the straight air brake is piped up as shown 
in the diagram with the high speed brake, what method of 
handHng the straight air should be observed? 

A. The same as for the ordinary combined automatic and 
straight air brake and as given in the questions and answers on 
the combined automatic and straight air brake. 

Q. 1366. What are the J-inch release cocks A and B used 
for? 

A. They are used in heavy grade service and sometimes on 
level grades, for independently releasing driver and tender 
brakes. 

Q. 1367. Is the cut-out cock G ever placed in the pipe lead- 
ing from the triple valve to the double throw check valve instead 
of in the position shown ? 

A. Yes ; when the release cock A is not used the cut-out 
cock is placed in the pipe from the triple valve to the double 
throw check valve, and this pipe is carried up into the cap so that 
the cock C may be located in it convenient to the engineman. 

Q. 1368. Are safety valves required with the high speed 
combination of automatic and straight air brake? 

A. As compensating valves are vised with the high speed 
brake safety valves are not required. 

Q. 1369. If it should be desired to use a safety valve, where 
could it be placed ? 

A. At the point D. This safety valve could be used with 
the straight air brake, but would not operate when the automatic 
was being used. 

Q. 1370. Are quick action triples used on tenders in com- 
bination with the New York high speed brake ? 

A. No ; not as a rule, but they may be if specially desired. 

Q. 1371. Of what does the high speed brake consist essen- 
tially? 

A. A brake pipe pressure of from 100 to 110 pounds, a 
compensating valve for each brake cylinder, a triplex pump 
governor and the ordinary quick action mechanism. 

Q. 1372. In what class of passenger service is the high 
speed brake used? 

A. In modern, heavy, fast passenger service. 



I 



Driver Brake 

Auxiliary Reservoir 



Cut out Cock 



I 




Truck. Brake 

Auxiliary Reservoir 



1 1 Pipe 



,Q. 



Main Reservoir 



Air Pump 



Triplex ^ 

Governor 



[ 




~ Drain Cock 




THE 

N.Y.A.B 

CO. 



iin n r.L 

l" Pipe 
To Steam Valve and Boiler 



1-^ Cut out Cock 

^^ 




Exhaust 



m 



^> To Pilot 



-i-'pipe 



ATIC AND STRAIGHT AIR BRAKE. 




Engine 
Truck 
Brake 

Cylinder 









.„.::;::::„ =ap= j™— ^^^ 



a,.«,A» ^ 



/P 



y — .^^ 






m 



'--=S^Jt?H^3o!tt' 



«t: 



TSZ^Pk 



FIG. 54. GENERAL ARRANGEMENT AXD METHOD OF PlIM.Mi THE NEW VtlKK I'OMiilNEI) HIGH srEEI) AUTOMATIC AND STKAICHT AIR IIRAKE. 




:«- 



329 



^ PIPE TO SIDE CAP 
OF QUICK ACTION 
TRIPLE VALVE 




-i PIPE TO 
BRAKE CYL. 
H.S.-I5 



Q.T.-3I 
Q.T..29 



H.S.-I7 
-H.S.-I4 A, B & O 



B.C.-829 



Fig. 55. Style A New York High Speed Brake Compensating Valve, 



330 




PIPE TO BRAKE CYL. 
H.S.-I5 

Q.T..3I 
li<-Q.T.-29 

H.S.-I7 

H.S.-I4 A, B & 
H.S.-I9 



B.C.-829 

Fig. 56. Style B, New York High Speed Brake Compensating Valve. 



331 

Q. 1373. Why is it that in modern passenger service a 
brake pipe pressure of 110 pounds can be used, with considerable 
gain in shortening the stop, when 70 pounds was formerly con- 
sidered the limit which could be used satisfactorily ? 

A. When 70 pounds brake pipe pressure was the first stand- 
ard established little or no uniformity of braking force was had 
throughout the whole train, consequently higher brake pipe 
pressure, if used, would sometimes cause wheel sliding. Modern 
passenger trains, however, are equipped with a brake upon every 
wheel under the engine, the tender and the cars ; the braking 
force applied to each is uniform, and this condition enables each 
wheel to do its own share of the holding in a brake application, 
and no more. For this reason a brake pipe pressure of 110 
pounds may be used on modern equipment with greater freedom 
from wheel sliding than formerly might be had on the older 
equipment with the pressure of 70 pounds. 

Q. 1374. W^hy are the high speed reducing valves, shown in 
Figs. 55, 56, 57 and 58, called compensating valves? 

A. Because while operating in service applications as an 
ordinary safety or pressure reducing valve in emergency applica- 
tions, they hold the maximum cylinder pressure for a limited 
period of time before commencing to relieve the brake cylinder. 
This period of time of holding the maximum cylinder pressure is 
automatically lengthened or shortened according to the varia- 
tions had in the maximum brake cylinder pressure, or in the 
piston travel, or in both combined. As the valve makes allow- 
ance or "compensates" in time of hold of maximum brake cyl- 
inder pressure on account of these variations, the closure of all 
the valves upon a train will be practically uniform. 

Q. 1375. Of what does the compensating valves consist 
essentially? 

A. Of a piston valve HS-77, Figs. 55 and 56, working in a 
bushing or cylinder ; two packing rings HS-81, that act as valves 
for the rehef and leakage ports ; a regulating spring HS-11, by 
which the piston is held in its normal position against the brake 
cylinder pressure ; a regulating nut or screw HS-12, by which 
the tension of the regulating spring may be adjusted; a body 
HS-75; spring case HS-76 ; a spring box HS-22; a cap nut 
HS-10, and a non-return check valve HS-83, with casing com- 
plete. 

Q. 1376. W^hat is the duty of the non-return check valve 
HS-83, which is screwed into the spring box, Figs. 5 and 57. 

A. In emergency applications the air which is vented from 
the brake pipe into the spring box HS-76 must pass the non- 
return check valve, which then seats and prevents the air thus 



332 



trapped in the spring box from escaping or backing out, except 
as it passes out slowly through the small port drilled through 
this check valve. (See Piping Diagram, Fig. 59). 




Fig. 57. Style A-i, New York High Speed Brake Compensating Valve. 



Q. 1377. How is the compensating valve piped to the brake 
cylinder and to the triple valve? 

A. As shown in the piping diagram, Fig. 59, style A, com- 
pensating valve, a ^-inch pipe connection is made from the cham- 



333 



ber above piston HS-77 to the brake cylinder; and another is 
made from the side cap of the quick action triple valve to the 
spring box HS-75 and air chamber below piston HS-77. In 
style B but one pipe connection is necessary, that from chamber. 
B to the brake cylinder, as shown in Fig. 6(). 




HS 15 
QT 31 
QT 29 
HS 17 

HS 14 

HS 19 



Fig. 58. Style B-i, New York High Speed Brake Compensating Valve. 

Q. 1378. Should these pipe connections be absolutely air 
tight? 

A. The pipe connection from the brake cylinder to the 
chamber above piston HS-77 should be absolutely air tight; the 



334 



l)ipe connection from the side cap of the triple to the non-return 
check valve and spring box air chamber should be securely tight. 
Q. 1379. Describe the operation of the compensating valve, 
style A. 



r~~ 



AUXILIARY 
RESERVOIR 



^ 




) ri 



_£i 



O 



o 



s 

BRAKE 
CYLINDER 




COMPENSATING 
VALVE 




1/2 PIPE TO 
AUXILIARY RESERVOIR 




STRAINER 
CONNECTION 



14 PIPE TO 
BRAKE CYLINDER 




-gQ- 



P 



EXHAUST F^=^=^ 
34 PIPE TAP^^Zr 



9 JP 



NON RETURN 
CHECK VALVEV J 

Yz PIPE TO 
SIDE CAP OF TRIPLE 



PIPING DIAGRAM 

COMPENSATING VALVE, STYLE A. 

Diagram 114 
^ig- 59' Diagram Showing Method of Piping Style A and A- 1 Compensating. 

Valve. 

A. When piped, as shown in the piping diagram, Fig. 59, 
and the application of the brake is an emergency, a portion of 



I 

f 



335 

the brake pipe air vented at the side cap of the quick action triple 
valve, passes through the pipe leading to the non-return check 
valve and spring box air chamber, charging the spring box 
chamber, under the piston, with air pressure. This air pressure 
augments, or reinf6rces, the regulating spring pressure under 
the piston, and permits the full equalized pressure from the 
auxiliary reservoir to be had in the brake cylinder, and to be 
retained therein for several seconds before the piston HS-77 can 
descend and open the relief ports. The air vented into and 
trapped in, the spring box air chamber requires several seconds 
to pass back to the atmosphere through the small port in the 
non-return check valve HS-83. When the air pressure in the 
spring box air chamber has reduced sufficiently the piston will 
be forced down by the brake cylinder pressure above it, the relief 
ports controlled by packing rings HS-81 will be opened, and 
brake cylinder pressure will be gradually reduced to the point of 
adjustment of the valve. 

In service applications, there being no air vented into the 
spring box air chamber, the only pressure which the piston has 
to overcome is that of the regulating spring; therefore, when the 
brake cylinder pressure is sufficient to overcome the spring pres- 
sure the piston will descend promptly and open the relief ports. 

Q. 1380. Should all joints around the spring box air cham- 
ber be made air tight? 

A. Yes, in bolting the spring box to the body of the valve 
care should be taken to see that the gasket HS-90 is in good con- 
dition and bolted up tight so as to form an air tight joint all 
around between the body and the spring box; next the plug that 
is screwed into the hole that is not used for the non-return check 
valve, in the spring box, should have a little lead rubbed upon 
it and be screwed so as to make an air tight joint. The same 
rule should be observed when screwing the non-return check 
valve into the other hole. After adjusting the regulating spring 
the cap nut HS-13-A should be screwed up tight so that no leak- 
age will be had past it. 

Q. 1381. Why is it necessary to have the spring box air 
chamber air tight? 

A. So that air trapped in there by the non-return check 
valve HS-83 will find no means of escape except through the 
small port in this check valve, and so that the escape of the air 
may be regulated bv this port. 

' Q. 1382. What is the duty of the leather washer HS-80 on 
top of the piston? 

A. It forms an air tight joint between the brake cylinder and 
the atmosphere. 



336 



Q. 1383. What is the function of the tipper packing ring of 
the piston? 

A. It makes an air tight joint all around in the cyHnder, 
preventing brake cylinder pressure from leaking past it into the 



AUXILIARY 
RESERVOIR 




PLAIN TRIPLE 
VALVE 




BRAKE 



O CYLINDER O 



COMPENSATING 
VALVE 




STRAINER CONNECTION- 




PIPING DIAGRAM 
COMPENSATING VALVE, STYLE B: 
Diagram 115 
Fig. 6o. Diagram Showing Method of Piping, Styles B and B-i Compensating 

Valves. 

Spring box chamber, and it also seals, or closes, the relief ports 
when in normal position. 



387 



Q. 1384. What is the function of the lower ports controlled 
by the lower packing- ring? 

A. The lower ports are leakage ports, and their function is 
to carry away to the atmosphere what air may possibly leak by 
the upper packing ring HS-81, thus preventing any leakage down 
into the spring box air chamber. Leakage from above the pis- 
ton into the spring box chamber would form a pressure there 
which might tend to balance the piston, and retard the escape of 
air from the brake cylinder. 

Q. 1385. What is the function of the lower packing ring in 
the piston? 

A. The lower packing ring HS-81, when the piston is in its 
normal position, seals the leakage ports, and prevents the 
spring box air leaking by this ring to the atmosphere in emer- 
gency applications. 



m 



^ 



31000- 



-¥^ 



6 Holes 
spaced ysa 




3USHING 
Fig. 6oA. Showing Relief and Leakage Ports in Bushing of Compensating Valves 

Q. 1386. When the pivSton HS-77 has moved to the lower 
end of its stroke, what is the position of the leakage ports relative 
to the upper and lower packing ring? 

A. When the piston moves down its full stroke these ports 
are about midway between the upper and the lower packing 
rings; from this it may be seen that the leakage by the uppei 
packing ring would pass out through these ports. 

Q. 1387. When the compensating valve is used with a plain 
triple valve, or other than the New York quick action triple, how 
should it be piped? 

A. As shown in piping diagram. Fig. 60, there is then but 
one pipe connection, that from the body of the valve to the brake 
cylinder ; the side cap connection is dispensed with and a street ell 
is substituted for the non-return check valve. This is shown in 
Fig. 56. 



338 

Q. 1388. What is the benefit derived from the use of 
pressure reducing valves on brake cyHnders in passenger ser- 
vice ? 

A. With 110 pounds brake pipe pressure and a uniform 
braking force throughout the train, they assist in making service 
stops smoother, and tend, in a small degree, on bad rails, to 
prevent wheel sHding at slow speeds. They also perform, in a 
large degree, the functions of a slack adjuster, in that they assist 
in maintaining uniform cylinder pressure. 

Q. 1389. Suppose the small port in the non-return check 
valve should become stopped up, and there should be leakage 
by packing rings into the lower chamber, what would be the 
result? _ 

A. In emergency applications the valve would probably not 
open to relieve the brake cylinder of pressure as soon as it was 
intended it should, while in service applications it would operate 
as usual. 

Q. 1390. Would this failure to open be sure to cause the 
wheels to slide at the stop ? 

A. No ; cases are known of pressure reducing valves failing 
to open, and the full brake cylinder pressure obtained in bpth 
service and emergency applications, from a train pipe pressure 
of 110 pounds, has been held to the stop, without sliding the 
wheels. Actual tests have also demonstrated this to be true. 

Q. 1391. What is the advantage of holding the maximum 
cylinder pressure obtainable from a reservoir pressure of 110 
pounds in emergency applications ? 

A. At speeds of 60 miles per hour and higher, usually con- 
sidered high speed, an emergency application is more effective 
in retarding the motion of the train if the maximum cylinder 
pressure is retained until the speed of the train has reduced to 
15 or 10 miles per hour. 

Q. 1392. At what pressure is the compensating valve 
usually adjusted? 

A. About 60 pounds, although for driver brakes, tender 
brakes, and such cars as have not standard foundation brake 
gear, the adjustment is sometimes varied from this. 

Q. 1393. Aside from the advantages had in an emergency 
application with the use of the compensating valve and the brake 
pipe pressure of 110 pounds, what other advantages are had? 

A. In service two or more powerful applications can be 
made without recharging the auxiliary reservoirs and still have 
• sufficient pressure left to make an ordinary emergency applica- 
tion, such as would be had from a 70-pound brake pipe pressure. 



339 

Q. 1394. Suppose a service application were made, reducing 
the brake pipe pressure 15 pounds, then a release was made, and 
then suddenly an emergency application was required, what 
would the result be ? 

A. The reservoirs would probably contain about 95 pounds 
pressure ; this would equalize in the brake cylinder at about 75 
pounds or a little over with 7-inch piston travel, and the spring 
box chamber would be charged with the vented brake pipe air 
to about the same pressure as from 110 pounds. The effect, 
therefore, would be to maintain the lower maximum cylinder 
pressure of 75 pounds for several seconds longer than the higher 
maximum of 85 pounds, had in an emergency application from 
110 pounds pressure. 

Q. 1395. Why is this? 

A. Because the spring box chamber sir pressure would have 
to reduce to a lower point before the cylinder pressure could 
force the piston down to open the ports. 

Q. 1396. Can the compensating valve be used on any size 
of cylinder ? 

A. Yes ; the compensating valve can be used on any size of 
cylinder— 6, 8, 10, 12, 14 or 16-inch. 

Q. 1397. Will the rate of reduction in brake cylinder 
pressure be about the same when the compensating valve is 
used on the 16-inch cylinder as it is on the 10-inch ? 

A. Yes. 

Q. 1398. Explain this. 

A. When the compensating valve is used on 10-inch and 
12-inch brake cylinders unibn stud HS-14-A is used. From the 
figure it will be seen that the opening through this stud is re- 
duced, or, in other words, there is a choke placed in it, which in 
a large degree regulates the flow of air from the brake cyhnder 
into the compensating valve and through the latter to the 
atmosphere. One size of this union stud goes with the 6 and 
8-inch, another with the 10 andT2-inch, and another with the 14 
and 16-inch brake cylinders. However, as may be seen, a choke 
could be used with each size brake cylinder that would give 
exactly the same rate of reduction, and in many cases this is 
done. 

Q. 1399. Then it is not the compensating valve proper that 
must be adapted to the size of the brake cylinder ; it is the union 
stud that takes care of this part ? 

A. Yes; the stud is the part which must be used with the 
corresponding size of brake cylinder, but one style of compen- 
sating valve proper is required for any brake cyhnder. 



340 

COMPENSATING VALVE, STYLE A-1. 

Q. 1400. In what particulars does style A-1 compensating 
valve differ from those already described? 

A. Style A-1 has a detachable bracket which permits of its 
easy removal from the car body for cleaning and repairs, and 
facilitates the work of making the pipe connections, and the pis- 
ton is of the diaphragm pattern. 

Q. 1401. Of what advantage is the diaphragm piston over 
the- design of piston shown in style A compensating valve? 

A. It is lighter and presents more surface for the spring box 
air pressure to act upon in emergency applications. 

Q. 1402. Is the same method of piping required for the 
style A-1 and style B-1, Figs. 57 and 58, compensating valves, 
as is shown in the piping diagrams, Figs. 59 and 60? 

A. Yes, just the sam.e. 

Q. 1403. Is the principle of operation of the styles A-1 and 
B-1 compensating valves the same as that of style A and style B, 
already described? 

A. Yes, both corresponding styles operate the same. 



341 



NEW YORK AIR SIGNAL EaUIPMENT. 

Q. 1404. What are the essential parts of the train air signal 
equipment? 

A. As shown in the diagram, Fig. 61, they consist of a signal 
pressure reducing valve, a signal valve, a signal whistle, a car dis- 
charge valve, a signal hose and coupling, with the necessary sig- 
nal piping, stop cocks, cut-out cocks and signal pipe strainers. 

Q. 1405. What is the duty of the signal pressure reducing 
valve? 

A. To maintain the required signal pipe pressure regardless 
of what the main reservoir pressure may be. 



Pipe Thd. 
Signal Pipe 



Fig. 




New York Air Signal Pressure Reducing Valve. 



Q. 1406. What is the recommended amount of pressure for 
use with the air signal? 

A. About 40 pounds; practice having demonstrated that 
under average conditions the best results are obtained with this 
amount of pressure. 

Q. 1407. How does the pressure reducing valve operate? 

A. The tension of the regulating spring SR-9, Fig. 62, on 
the diaphragm SR-7 holds the supply valve SR-5 ofif its seat to 
allow main reservoir air to flow into the signal pipe. As soon as 



542 



the pressure in the signal pipe and the chamber under the dia- 
phragm is sufficient to overcome the tension of the regulating 
spring (usually about 40 pounds) the diaphragm rises, and the 
supply valve spring SR-10, assisted by main reservoir pressure, 
forces the supply valve SR-5 to its seat, thus closing the com- 
munication between the main reservoir and the signal pipe. 

When the signal pipe pressure reduces below 40 pounds, or 
whatever the adjustm.ent may be of the valve regulating spring 
SR-9, this spring forces the diaphragm down, unseating the sup- 
ply valve and establishes communication again between the main 
reservoir and the signal pipe. 

Q. 1408. What parts are contained in the signal valve. Figs. 
63 and 64? 



^/^ Signal 
Pips 




(a) 

Fig. 63. Style B New York Air Signal Valve. 

A. The upper case SV-2, the rubber diaphragm SV-3, the 
diaphragm stem complete SV-4-A, the lower diaphragm plate 
SV-6, the diaphragm nut SV-7, the air valve SV-8, four ^-inch 
tee head bolts SV-10, the cap SV-11, the upper diaphragm 
washer SV-12, and the lower case SV-22. 

Q. 1409. What is the duty of the signal valve diaphragm? 

A. When a reduction is made in signal pipe pressure, to 
raise the air valve and cause the w^histle to sound a blast. 

Q. 1410. What is the duty of the air valve ? 

A. To control the flow of air from the signal valve to the 
signal whistle. 

Q. 1411. What pressure normally is carried in the air cham- 
bers of the signal valve? 



m;, 6,. ^^^l. ARUANGEMENT AND METHOD OF I'IPING THE NEW VOKK TRAIN AH< SICNA 



343 



A. Signal pipe pressure, 40 pounds. 

Q. 1412. How does the signal valve operate? 

A. When the signal pipe pressure is reduced suddenly, as 
when the car discharge valve, Fig. 65, is opened, the air flows 
from the chamber above the signal valve diaphragm faster than 
It can come back through the equalizing port in the diaphragm 
stem from the lower air chamber. As a consequence, the dia- 
phragm is then forced upward, and the three prongs, or up- 
rights, of the diaphragm stem force the air valve from its seat. 
Air then flows to^ the whistle, causing it to make a blast. As 
soon as the diaphragm rises, the pressure on both sides of it, 
above and below, equalize quickly through the passage in the 




Fig. 64. Style B New York Air Signal Valve. 

diaphragm stem, and it drops back to its normal position, the air 
valve is seated, and the flow of air to the whistle is cut off. 

Q. 1413. How should the car discharge valve be operated 
to obtain the best results ? 

A. It should be operated quickly so as to produce a short, 
quick reduction of the signal pipe pressure. 

Q. 1414. How much of an opening should be made at the 
car discharge valve when the cord is pulled ? 

A. The cord should be pulled hard enough to insure the 
full opening of the car discharge valve. 

Q. 1415. How long should the cord be held when giving a 
signal ? 



344 



A. About one second. 

Q. 1416. How long should the car discharge valve remain 
closed before giving the next blast ? 

A. About three seconds. 

Q. 1417. Should more time be given between the blasts on 
long trains ? 

A. Yes ; better results will be obtained if for every six 
additional cars placed in a train originally of eight cars, a second 
is added to the time between the blasts. 

Q. 1418. Why is the opening in the signal pressure re- 
ducing valve at the signal pipe connection made small, or 
restricted ? 




. DV 7 „ 
Fig. 65. Car Discharge Valve. 

A. In order to make the main reservoir air feed gently into 
the signal pipe. 

Q. 1419. Why should the main reservoir air feed gently 
into the signal pipe ? 

A. So that when it is desired to operate the air signal on 
long trains, 20 or more cars, the air wave increasing pressure, 
coming into the signal pipe from the main reservoir, may not 
neutralize the effect of the wave reduction in signal pipe pressure 
going to the signal valve and prevent the working of the latter, 
causing failure of the whistle to blow. 



345 



Q. 1420. Where would you look for trouble if, when you 
release brakes, the signal whistle were to blow ? 

A. In the signal pressure reducing valve. 

Q. 1421. What would be the probable trouble? 

A. The supply valve would probably be stuck open or be 
leaking, and as a consequence the signal pipe would have main 
reservoir pressure in it. 

Q. 1422. With this condition prevailing, how could releas- 
ing the brakes cause the signal to operate ? 

A. When brakes are released the main reservoir pressure is 
reduced and the signal pipe pressure being equal to main reser- 
voir pressure before the release, signal pipe air will flow back 
through the signal pressure reducing valve into the main reser- 
voir. The reduction of pressure in the. signal pipe thus made 
will cause the whistle to blow. 




sw I 



y^t" PIPE 

TO SIGNAL VALVE 

Fig. 66. Signal Whistle. 

Q. 1423. If no air Can be had in the signal pipe, where would 
you look for the trouble ? 

A. The reducing valve is probably cut out or stopped up, 
so that no air could pass through it. 

Q. 1424. If the signal whistle gives the proper blasts from 
a short train, but it is impossible to get more than one blast 
from the rear of a long train, where would you look for the 
trouble ? 

A. Examine the signal valve diaphragm; it is probably 
•stretched or distorted. 

Q. 1425. Why will a distorted diaphragm in the signal 
valve cause this action ? 

A. When the pressures are all perfectly equalized, as when 
the cord is pulled for the first time, the signal valve will probably 



346 

work with a poor diaphragm, but as the air wave from the second 
reduction will not flow so perfect to the signal valve, the dia- 
phragm that is in poor shape will operate weakly without moving 
the diaphragm stem and the air valve. 

Q. 1426. If the whistle keeps blowmg constantly, where 
would you look for the trouble ? 

A. Dirt on the seat of the air valve, allowing air to flow 
constantly to the whistle. If a piece of dirt gets between the 
diaphragm stem and the center post in the signal valve lower 
chamber, that is large enough, it will raise the diaphragm up so 
that the whistle valve will be held off its Gcat. 

Q. 1427. If the signal pipe is charged up to the proper 
pressure, and the whistle does not blow when the cord is pulled 
from the first car, where would you look for the trouble ? 

A. The whistle or the pipe leading from the signal valve tO' 
the whistle may be stopped up. A bad leak in this pipe would 
prevent the whistle blowing. 

Q. 1428. How would you ascertain if the trouble was irt 
the whistle? 

A. Remove the whistle from the pipe to see if any air 
comes through the pipe when the cord is pulled. 

Q. 1429. If on pulling the signal cord on one car it is found 
that air does not escape at the car discharge valves ahead and 
back of this one, where will the trouble be ? 

A. If the cut-out cock is open to the discharge valve it is 
likely the leather seat is loose in the discharge valve stem, or 
what is more likely, the pipe strainer is blocked up with dirt. 

Q. 1430. How will this prevent the escape? 

A. If the leather seat is loose the pressure will get in behind 
the seat, and the stem will be operated without forcing it off its 
seat. If the strainer is blocked with dirt no air can get 
through it. 

Q. 1431. If the car discharge valve leaks, what should be 
done ? 

A. The cut-out cock in the branch pipe should be closed,, 
if it leaks badly, and the valve removed for inspection and 
repairs. 

Q. 1432. Is the principle of operation of the signal valve 
shown in Figs. 63 and 64 the same as that of the older valve,. 
Fig. 67? 

A. Yes. 

O. 1433. Why was the improved signal valve introduced? 

A. To give more satisfactory results in the operation of the 
air signal on extremely long trains. 



347 



Q. 1434. What modification in the improved signal valve 
makes it possible to give more satisfactory results in the opera- 
tion of the air signal on long trains? 

A. As will be seen by comparing the two valves, the older 
and the later, the lower case is larger, holding a larger supply of 
air, the opening through the diaphragm stem is larger and this 
stem fits almost air tight on the small seat or post in the lower 
chamber. This makes the diaphragm more sensitive to the wave 
of reduction coming from the rear of a very long train, and the 
pressure underneath the diaphragm must raise it before any 
equalization of pressure above and below the diaphragm can take 
place; and, therefore, although the wave of reduction may be 
weak, the whistle must blow. 



To Signal 



To Whistle 




Fig. 67. Style A, New York Signal Valve, 

Q. 1435. Could a baggy or distorted diaphragm SV-3 or 
dirt upon the uprights on the diaphragm stem, or on the face of 
the air valve disc SV-8, or upon the air valve seat SV-9, or on 
the stop post in the lower case, cause the same defects in opera- 
tion as that had in the older valve? 

A. Yes; as the later form of valve operates on the same 
principle, all these things can produce the same defects in oper- 
ation. 

Q. 1435-a. Where and in what position should the signal 
pressure reducing valve be located ? 

A. As shown in the cab, in an upright position to prevent 
freezing. 



348 

DUPLEX STRAIGHT AIR AND AUTOMATIC BRAKE. 

Q. 1436. What is the duplex straight and automatic air 
brake? 

A. It is an air brake apparatus arranged as shown in Fig 68, 
so that the straight air brake upon the engine and the ten- 
der, and the automatic air brakes on the traih, attached to the 
engine, may be operated simultaneously with one and the same 
movement of the brake valve handle. 

Q. 1437. What are the essential parts of the duplex straight 
and automatic air brake? 

A. An air pump, or compressor, to supply the compressed 
air; a pump governor to control the air pump; a duplex straight 
and automatic air brake valve, having straight and automatic air 
brake connections, and so designed that when it is desired to 
apply the brakes throughout the engine, tender and whole train, 
they may be applied with one and the same movement of the 
handle; a duplex pressure controller, to regulate the pressures 
properly for both straight air and automatic brakes, and the nec- 
essary piping, angle and stop cocks and hose couplings. In ad- 
dition to these, a duplex air gauge and a Y cock, as shown in 
Fig. 68, are also necessary. 

Q. 1438. On what class of engines is the duplex straight 
and automatic air brake employed ? 

A. Chiefly on locomotives that are employed in switching 
service almost exclusively, but which may occasionally be re- 
quired to charge up trains, made up in the yard, and test the 
brakes upon them; and that may occasionally be called upon to 
haul trains to different transfer points, on which it is required to 
operate the automatic brakes while so doing. 

Q. 1439. Where, then, is the advantage in having this sys- 
tem on the locomotives of the class described over that of having 
the combined straight air and automatic brake? 

A. It is very much a matter of choice; but on light engines 
it does away with the necessity for equipping them with the auto- 
matic air brake parts; such as the automatic air brake valve, the 
auxiliary reservoir, the triple valve, etc., with their piping and 
cut-out cocks. Since these engines are used almost exclusively 
in switching service, the straight air brake is the one in constant 
use, and the automatic brake is not so necessary. 

Q. 1440. When it is desired to operate the straight air brake 
alone on the engine ; that is, when no cars are attached, having 
the automatic brake operating upon them, how should the cut- 
out cocks be arranged? 




FIG. 68. (;t:Ni:KAI. AUUANCEMENT ANIJ METIIOI) OF PIl'ING TIIF DLTLEX STltAlGHT AND AUTOMATIC BRAKE 



349 



A. The cut-out cock in the automatic air brake pipe below 
the brake valve should be closed, and the Y cock, connecting- 
the brake pipes to the black hand of the air gauge should be 
opened so as to connect the straight air brake pipe with the air 
gauge. The gauge will then show brake cylinder pressure. 

Q. 1441. When a train is attached to the engine and the 
automatic air brake hose is coupled, it being desired to operate 
the automatic air brakes on the train, what, then, should be done? 

A. Open the brake valve cut-out cock in the automatic 
brake pipe, turn the Y cock so as to bring the black hand of the 
air gauge in com_munication with the automatic air brake pipe, 



For g- Copper Pipe 



EV 158 

i~ EV 60 




€4 



I Straight Air 
Brake Pipe , ^^.^ Reservoir 

Pipe 

Fig. 69. Style D, New York Duplex Brake Valve. 

and proceed just as with the automatic brake or the straight air 
brake alone. The gauge will then show automatic brake pipe 
pressure. 

Q. 1442. Has the duplex straight and automatic air brake 
valve, style D, Fig. 69, an equalizing discharge piston ? 

A. No, it has no equalizing discharge feature. 

Q. 1443. How, then, can the automatic brakes upon a long 
train be applied with this brake valve without putting them into 
quick action? 



850 

A. It will be observed, referring to the drawing of the valve 
seat, Fig. 69, that both the exhaust port, from the automatic 
brake pipe, and the supply port, to the straight air brake pipe, 
are of pecuHar form, such that as the rotary valve is swung around 
from lap into service position, the ordinary way of applying the 
service brake, the port opening is small, and the operator is thus 
enabled to reduce the brake pipe pressure for the automatic 
brake as slowly as circumstances require without danger of 
causing quick action, while at the same time the straight air 
brake applies gradually. 

Q. 1444. Can the brakes be applied in emergency with this 
brake valve as quickly as with any other ? 

A. Yes ; by placing the handle in emergency position the 
same as with any other brake. The ports are then opened wide. 

Q. 1445. With this system are safety valves used in the 
brake cylinders of the engine and tender ? 

A. Yes ; they are used to prevent over-pressure in the brake 
cylinders and the danger consequent of sliding wheels. 

Q. 1446. What are these safety valves provided with? 

A. With a hand release, the same as with the combined 
automatic and straight air brake, so that the enginemen can 
reduce the brake cylinder pressure quickly, when necessary to 
prevent damage to the wheels. 

Q. 1447. Where are the safety valves usually located? 

A. They are usually put in the gangway of the engine or in 
some convenient place in the cab where the engineman can reach 
them. 

Q. 1448. Of what does the duplex pressure controller con- 
sist ? 

A. As shown in Fig. 70, it consists of two pressure regu- 
lating tops, one usually adjusted at 50 pounds for the straight 
air brake, the other at 70 pounds for the automatic brake, a 
Siamese fitting which connects these tops to the controller body, 
and a controller body, having in it a piston and a leather seated 
valve, for controlling the flow of air from the main reservoir to 
the brake valve. 

Q. 1449. Which pressure top always acts? 

A. The one set for the straight air brake acts when this 
brake is fully applied; when the automatic brakes are being 
operated the high pressure top, or automatic brake pipe pressure 
top, acts to control the automatic brake pipe pressure. 

Q. 1450. Explain the operation of the duplex pressure con- 
troller. 

A. It is similar to that of the duplex governor, except that 
when the straight air brake is set with 50 pounds pressure the 



351 



straight air top will operate and prevent any more air passing 
from the main reservoir to the brake valve ; and when the brake 
valve handle is in release position the automatic pressure top 
prevents more than 70 pounds pressure accumulating in the 
automatic brake pipe. 

Q. 1451. How is the excess pressure obtained? 

A. The pump governor is set at 90 pounds and will not stop 
the pump until that pressure is obtained in the main reservoir. 




I Pipe to 
Main Reservoir 



2 DP 56 
.PG 38 
,PG 47 



]]\ Pipe to 
Brr.ko Valve 



h — 2H 

Fig. 70. New York Duplex Pressure Controller. 

Q. 1452. With the handle of the duplex brake valve in 
release position, how are leaks supplied in the automatic brake 
pipe? 

A. The duplex pressure controller acts as a feed valve to 
maintain 70 pounds pressure. 

Q. 1453. If for any reason it is desired to cut out the duplex 
pressure controller, how can this be done? 



352 

A. By screwing up the hand wheel PG-45. This will pre- 
vent valve PG-44 from seating. 

Q. 1454. What is the :|-inch cut-out cock in pipe from 
automatic brake pipe to Y cock for ? 

A. By closing this cock temporarily the 70-pound pressure 
top of duplex controller is cut out, and full main reservoir 
pressure may be admitted to the automatic brake pipe for the 
purpose of quickly releasing brakes or charging auxiliaries. 
Ordinarily it should be kept closed. 

Q. 1455. Should it be desired to release the brakes on the 
engine and not those on the train, how could it be done ? 

A. With the hand release on the safety valve or by closing 
stop cock in automatic air brake pipe, under the brake valve and 
returning handle of brake valve to release position. 

Q. 1456. How could the brakes on the train, and not 
those on the engine, be released? 

A. By closing the stop cock in the straight air brake pipe, 
under the brake valve, and moving the brake valve handle to 
release. 

Q. 1457. The duplex brake valve is shown with a detachable 
handle. Why is this ? 

A. These brake valves are also used in motor car service 
where a detachable handle is required. When used on locomo- 
tives, however, the handle is secured by nuts in the usual manner. 



353 



BRAKE VALVE FOR ELECTRIC AND SWITCHING SERVICE, 

STYLE E. 

Q. 1458. In what particular does the style E automatic 
brake valve differ from that of the styles A and B automatic brake 
valve? 

A. As may be seen from, the drawing, the style E brake 
valve does not have the equalizing discharge feature. This valve 
is intended only for short trains, switch engines and motor cars, 
on which frequent brake applications are necessary; therefore, 
the equalizing feature is dispensed w4th. The valve has a rotary 




Fig. 71, Style E, New York Switch Engine and Motorman's Brake Valve. 

movement; and owing to the small space which it occupies it is 
a convenient type of brake valve for electric and switching ser- 
vice. 

Q. 1459. Where does the main reservoir air enter this valve? 

A. At the main reservoir connection (See Fig. 72) and flows 
into the chamber under the rotary valve, 204-A, Fig. 71. 

Q. 1460. How does this air reach the brake pipe? 

A. In release position the main reservoir air flows direct 
through a large port in the rotary valve seat leading to the brake 
pipe. 



354 



Q. 1461. What change in the way the air reaches the brake 
pipe does running position make ? 

A. In running position main reservoir air flows indirectly to 
the brake pipe via of the excess pressure valve EV-97, Fig. 72, 
and the supply port in the rotary valve seat. A main reservoir 
pressure of about 20 pounds, in excess of that in the brake pipe, 
with the handle in running position, will unseat the excess pres- 
sure valve. 

As soon as brake pipe pressure is raised to the desired point 
the excess pressure valve will return to its seat, closing commu- 
nication between the main reservoir and the brake pipe. 

Q, 1462. What is excess pressure used for with this type of 
brake valve? 

A. To release brakes promptly, and to recharge auxiliary 
reservoirs quickly, the same as with styles A and B. 





aJ^ 



3/$j Main Reservoir ^ 3/' 




3/4 
Train Pipe 



Fig 72. Style E, Brake Valve, Exterior and Plan Views. 

Q. 1463. Is excess pressure specially required in electric 
service where short trains are operated? 

A. Yes; as the electric air pump governor usually permits a 
variation of 10 pounds in main reservoir pressure between the 
time of *'cut-out" and "cut-in," or a cut in at 80, and a cut out at 
90 pounds, it will be seen that unless excess pressure of 20 pounds 
is carried, the governor would let the pump remain idle until 
main reservoir pressure dropped 10 pounds below the brake pipe 
pressure. This would cause a reduction in brake pipe pressure 
that would apply the brakes when not desired. 

Q. 1464. What is the intermediate position of the valve 
handle? 

A. It is lap ; and all communication is closed between the 
main reservoir and the brake pipe, and the brake pipe and the 
atmosphere. 



355 

Q. 1465. How is the valve operated to apply the brakes in 
a service application? 

. A. The handle is moved to either of the service application 
positions, thereby connecting the service exhaust port in the 
rotary valve and stem, with the slotted port in the rotary valve 
seat, thus permitting air to iiow gradually from the brake pipe to 
the atmosphere until the desired brake pipe reduction is had. 

Q, 1466. To apply the brake in emergency where should the 
handle be placed? 

A. By a rapid movement of the handle to the extreme right 
.a quick reduction of brake pipe pressure is had through a large 
port in the rotary valve, and the full opening of the exhaust port 
in the seat, causing the triples to operate in quick action and the 
brakes to apply with full force almost instantly. 

Q. 1467. How should the valve be operated to release 
brakes? 

A. By moving the handle to full release position momentar- 
ily, against the resistance of its return spring. Then return handle 
to running position or allow return handle spring to do so, com- 
pleting the recharge of brake pipe and auxiliary reservoir 
through the excess pressure valve. 

Q. 1468. What would happen if valve handle was held in 
release position too long? 

A. As the electric governors are set to close at 90 pounds, 
main reservoir pressure would be had in the brake pipe, over- 
charging of brake pipe and auxiliary reservoirs would result and 
trouble with stuck brakes would be had. 

Q. 1469. What style of air gauge is used in connection with 
this brake valve? 

A. The duplex air gauge. 

Q. 1470. How is the duplex air gauge connected to the 
■style E brake valve? 

A. The pipe leading to red hand of gauge, indicating main 
■reservoir pressure, is connected to the lower case of valve in 
communication with the main reservoir. The pipe leading to 
black hand, indicating brake pipe pressure, is connected to the 
lower case of valve in communication with the brake pipe. 

Q. 1471. What are the vertical slotted ports in the rotary 
valve stem? 

A. The stem of the rotary valve is hollow. The slotted 
ports are exhaust ports through which brake pipe pressure is 
discharged to exhaust port in valve cover, and thence to the 
atmosphere. 

Q. 1472. Of what benefit is this arrangement ? 



356 

A. It prevents the discharge of air passing over the valve 
seat when vented from the brake pipe ; consequently the lubri- 
cant is not blown from the valve and seat, and the valve does not 
get dry and hard to handle so soon. 

Q. 1473. What is wrong with this valve if, with the handle 
in running position, brake pipe pressure should run up to 90 
pounds ? 

A. A piece of dirt or scale may be lodged between the 
excess pressure valve and its seat. 

Q. 1474. How can this dirt be removed ? 

A. This can usually be removed by making a strong service 
reduction in brake pipe pressure and placing the valve handle in 
running position, when the foreign substance may be blown out. 
If this does not remedy the trouble close the cut-out cock in 
brake pipe under brake valve, place handle in service position, 
then unscrew the valve cap EV-98. The valve can then be 
cleaned and replaced. If the seat is scratched it will be neces- 
sary to have the valve ground in. 

Q. 1475. What points are necessary to be observed in 
caring for this valve ? 

A. Keep the rotary valve tight and the seat lubricated with, 
a mixture of vaseline and graphite. Keep the upper and lower 
case securely bolted together to avoid leakage by gasket EV-215. 

Do not put oil or grease on excess pressure valve. 

Do not use waste in cleaning the valve. 

Be careful to replace spring in cap of excess pressure valve. 

Q. 1476. In what position should the rotary valve be left 
before removing the handle of the brake valve, when going from 
one end of the motor car to the other, to operate the brake ? 

A. The rotary valve that is out of use should be left in lap' 
position, blanking all ports. The handle for the valve used on 
motor cars is not secured with nuts. 

Q. 1477. When this brake valve is used on switch engines, 
how are the main reservoir and brake pipe pressures controlled? 

A. By means of a duplex pump governor. 

Q. 1478. How are the pressure tops of this duplex governor 
usually adjusted? 

A. One is adjusted at 70 and the other usually at 85 or 90' 
pounds. 

Q. 1479. Is the excess pressure valve of any value in this 
brake valve, when used in switching service and piped as ex- 
plained above ? 

A. No ; and it is usually removed. 

Q. I486. Where is the handle of the brake valve usually 
carried when used in switchingservice? 



¥ 



357 

A. In running position. 

Q. 1481. Is any excess pressure carried? 

A. No ; without the excess pressure valve the main reser- 
voir and the brake pipe pressures equahze in running position, 
but as one pressure top of the duplex governor is adjusted at 
70 pounds, and controlled by brake pipe pressure, the pressure 
will not get any higher ; but as soon as the brake is applied, the 
pump is then released and starts immediately to pump an excess 
in the main reservoir, or until the main reservoir pressure top 
of the pump governor stops it. With a small main reservoir 
the required excess is easily and quickly accumulated, and since 
the brake pipe is short will be sulificient to release brakes 
promptly and recharge auxiliary reservoirs quickly. 



858 



THE NEW YORK PRESSURE RETAINING VALVES. 

Q. 1482. How many forms of pressure retaining valves are 
there in use? 

A. There are three. 

Q 1483. Which is the most common? 

A. The freight car retainer shown in Fig. 73. 

Q. 1484. What are the other forms ? 

A. The style P, PV and DB. 

Q. 1485. For what are the style P and PV retainers used? 

A. For 12, 14 and 16-inch passenger car cylinders. 

Q. 1486. What is the difference between the style P and 
the style PV? 





PR a 



Fig. 73. Freight Car Pressure Retaining Valve. 

A. Style PV, Fig. 74, has a shaft extended from the retain- 
ing plug for the handle, so that the retainer can be located out- 
side of the vestibule and be operated from the inside. Other- 
wise they are alike. 

Q. 1487. Why is it necessary to use a special pressure 
retainer on passenger cars having 12-inch or larger brake 
cylinders ? 

A. As the style S triple valve used on 12, 14 and 16-inch 
cylinders has a larger exhaust port than the smaller triples, it 
was necessary to make the retainer larger to correspond in order 
to reduce the pressure from the larger brake cylinders as fast 
as the smaller pressure retainer did from the smaller cylinders. 



359 



Q. 1488. Where are the retaining valves usually located? 

A. They are placed at points about the cars and locomotive, 
easily accessible by trainmen and enginemen, where they may 
be conveniently operated. 

On freight cars they are usually located close to the hand 
brake ; on passenger cars, at the end and inside of vestibule ; 
and on locomotives inside the cab and on the tender; near the 
gangway. 

Q. 1489. How are the retaining valves piped? 

A. As shown in Fig. 1, they are piped tO' the exhaust port 
of the triple valve, so that when the triple valve goes to release 




Fig. 74. Style PV. New York Pressure Retaining Valves. 

position, the exhaust air from the brake cyhnder must pass 
through this pipe to the pressure retaining valve before it can 
escape to the atmosphere. 

Q. 1490. Where are pressure retaining valves mostly used? 

A. In mountain service to assist in letting trains down 
grades safely. 

Q. 1491. How do they operate to^ increase the facility and 
safety of train hauling? 

A. In mountain service, when the engineer desires to re- 
charge the auxiliaries without allowing the train speed to in- 
crease materially, they retard the exhaust of air from the brake 



360 



cylinder until the pressure reduces to about 15 pounds, and then 
retain this latter amount. To do this, however, the pressure- 
retaining valve handle must be turned to a horizontal position. 

In level grade service, pressure retaining valves are used to 
advantage in holding the slack bunched in long trains, while re- 
leasing the automatic brakes, to prevent breaking in two. 

Q. 1492. If the handle of the freight car retainer is turned 
up to a horizontal position, how much pressure will it hold, or 
retain, in the brake cylinder? 

A. About 15 pounds. 

Q. 1493. Does the passenger car retainer hold the same 
amount of pressure? 

A. Yes. 




PR 8 



Fig- 75- Style VR, Pressure Retaining Valve. 

Q. 1494. With a freight car retainer handle turned up, how 
long should it take the brake cylinder pressure to blow down to 
15 pounds from 50 pounds, with 8-inch piston travel and an 
8-inch cylinder? 

A. About 58 seconds. 

Q. 1495. How long will it take to blow down under the 
same conditions with a 10-inch passenger car cylinder ; 14-inch ; 
10-inch? 

A. About 62 seconds. 

Q. 1496. When freight car pressure retainers are used on 
14-inch brake cylinders, on long trains, where there are cars 



361 

without retainers, what is the result in making the stop even 
though these retainers are not turned up? 

A. It is almost impossible to make the stop without a shock, 
and possibly breaking in two. The cars which have no retainers 
will have their brakes released before those which have retainers. 

Q. 1497. When a small retainer is used on cars that have 
large brake cylinders, and the retainer is turned up on a long 
grade, what is likely to occur? 

A. As the retainers take longer to blow the pressure down, 
the wheels are likely to overheat. 

Q. 1498. Where is the style DB retainer used, shown in 
Fig. 75? 

A. On driver brake cylinders, for the purpose of holding the 
driver brakes applied while releasing the train brakes. 

Q. 1499. Why is it desirable to operate retainers on driver 
brakes ? 

A. To keep the train bunched while releasing at slow speeds, 
and thus prevent it from breaking away into two or more pieces. 

Q. 1500. How many positions are there for the handle of 
the DB style retainer? 

A. Three; vertically downward, full release; horizontal, to 
retain 15 pounds; vertically upward, to retain all brake cylinder 
pressure. 

Q. 1501. In order to have the pressure retaining valve oper- 
ate efficiently, what conditions must be observed? 

A. The pressure retaining pipe and all the joints must be 
absolutely air tight, as must also be the brake cylinder packing 
leather. 



362 



THE TRIPLE VALVE TESTING PLANT. 

Q. 1502. What is represented in Fig. 76 ? 

A. A triple valve testing plant, used for testing new and 
repaired triples. 

Q. 1503. What is the number and kind of tests which the 
triple valve must undergo? 



.2^ 



[ 






HcVeAeeVkWe. 




"XP>f»*- 



B^CooK'l 




~%pa.ct a\ VoVvAf 



aj-Pip. 



""O-sCocK , 






ip(e S<or«^ 



H 



SpeciA^'S 
^eiceaCocH./ /VVex>) CocK 






-^«>i^— . 



FotT»»i»n P>'p«.>/o\«r*>«.. 




=^^ 



ST^As^ CecH, 



edvcina V«i Ive ssi AlSotbA 



'To Air Swpp'y- 



Fig. 76. The New York Triple Valve Testing Plant. 



A. Either a new or a repaired triple valve is subjected to- 
four, tests ; namely, general tightness, packing ring leakage, re- 
lease and feed groove. 

Q. 1504. Of what does the general tightness test consist? 

A. It consists in placing the triple valve in the testing 
machine, of charging the auxiliary and pipe connections of the 
triple valve, so that the latter will be under pressure, then hold- 
ing the thumb tightly over the exhaust port to determine whether 



363 

the slide valves are tight or not. The tightness of the vent 
valve, quick action valve and brake cylinder check valve are 
determined in the usual way, as explained in the Q's and A's 
on the quick action triple valve. 

Q. 1505. How is the packing ring leakage test made? 

A. By blocking the triple piston in graduating lap position, 
by turning adjusting screw on the back of the triple valve stand 
until pointer indicates proper position for the make of triple 
valve being tested. Close cut-out cocks B and J, and all bleed 
cocks, leaving the other cut-out cocks open. With a constant 
brake pipe pressure of 80 pounds the leakage past the packing 
ring to the reservoir D should not exceed 15 pounds in one 
minute. 

Q. 1506. How is the release test made ? 

A. By charging the auxiliary reservoir to 70 pounds, then 
making a full service application, after which open cock J, turn 
handle of cock F to choked position, and then admit main reser- 
voir air by cock G. The triple valve should release without 
lifting weighted valve K. 

Q. 1507. What are the different weights used in testing 
triples? 

A. Weight No. 1 is used for quick action triples, styles F 
and P. Weight No. 2, for plain triple, style A. Weight No. 3, 
for plain triple style D. Weight No. 4, for quick action triples^ 
styles S and H, and plain triples styles B, C and E. These 
weights are furnished with the machine. 

Q. 1508. How is the feed groove test made? 

A. The feed groove test is made by turning adjusting screw 
to extreme or normal position, opening cock B, closing cock M, 
and bleeding reservoirs D, then open cock M, maintain a con- 
stant brake pipe pressure of 80 pounds and note that the aux- 
iliary reservoir is charged from to 70 pounds, as follows : 

Plain triple valve, style A, and quick action triple valve, 
style F, 61 to 82 seconds. Quick action triple valves, style H, 
46 to 61 seconds. Plain triple valves, styles D and E, and quick 
action triple valve, style P, 30 to 43 seconds. Plain triple valve, 
style B, and quick action triple valve, style S, 20 to 27 seconds. 
Plain triple valve, style C, 18 to 23 seconds. 

Q. 1509. Why is a pressure reducing valve necessary with 
the triple testing plant ? 

A. To keep the brake pipe pressure constant, and to prevent 
any possible variation. 



364 

Q. 1510. Why is it necessary to require triples to pass such 
rigid tests nowadays? 

A. Because of the much longer air braked trains handled in 
modern service, to prevent stuck brakes and the damage conse- 
quent, it is necessary to have all triple valves in average good 
working order. This condition can only be had by carefully 
testing all triples as repairs are made. 



365 

CAR BRAKE TESTER. 

Q. 1511. What is represented in Fig. 77? 

A. A convenient, portable car brake tester, suitable for use 
.in yards and other places, where regular testing plants are not 
available. 

Q. 1512. Of what does it consist practically? 




2a5 




> \^ 




0> 

1 


o 


.4__ 





Fig. 77- Car Brake Tester. 

A. Of tw^o hose and couplings, three stop cocks, an air 
gauge, and a number of tees, ells and nipples to connect these 
parts. 

Q. 1513. How is the car tester coupled up for use? 

A. Referring to Fig. 77, it will be seen that one hose is 
coupled to the air supply and the other to the brake pipe ; and 
by the manipulation of the cocks A-B ynd C, the brakes are 
charged and tested. 



366 

Q. 1514. How is the brake pipe charged ? 

A. With cocks B and C closed, the brake pipe is charged 
to seventy pounds through cock A. While charging it, it should 
be noted that the brake pipe is free from leakage. 

Q. 1515. How is the application made? 

A. With cocks A and B closed, the service application is 
made by opening cock C. 

Q. 1516. How is the release of the brake made ? 

A. With cocks A and C closed release brake by cock B, 
allowing air to feed through small hole in the diaphragm in the 
pipe union beyond cock B. 

Q. 1517. Suppose that a triple fails to release through cock 
B and the small diaphragm, what should be done with it ? 

A. It should be removed from the car. 

O. 1518. Can this tester be used on more than one car at 
a time ? 

A. Yes, by using diaphragms having different sized holes in 
them and releasing through cock B in the usual way. 

Q. 1519. How is the proper size of the hole determined to 
use in the diaphragm for the number of cars it is desired to test 
at once ? 

A. Charge brake pipe and auxiliary reservoirs to seventy 
pounds pressure and make an emergency application, exhausting 
all the brake pipe air. Then charge the brake pipe through 
€Ock B, maintaining a reservoir pressure of ninety pounds. 
Make the hole in the diaphragm so that it will take ten minutes 
to charge brake pipe from zero to sixty pounds. 



367 



THE TENDER DRAIN CUP. 

Q. 1520. What does Fig. 78 represent ? 
A. The tender brake pipe strainer and drain cup§. 
Q. 1521. How does this form of pipe strainer and drain cup 
differ from the car brake pipe strainer and drain cup? 

A. It is the same in general design and principle of con- 
struction, but differs from it in that it has a larger pocket for 
the collection of moisture, and is provided with a drain cock for 
the purpose of draining this pocket. 



DC 36 
DC 35 




^ 1^ 

Fig. 78. New York Tender Drain Cup and Brake Pipe Strainer. 



Q. 1522. Should the driver and tender drain cup be fre- 
quently drained? 

A. Yes ; these drain cups are located close to the main 
reservoir and brake valve, and are therefore likely to collect 
more dirt and moisture than the car drain cups. 



THE .NEW YORK MAIN RESERVOIR DRAIN COCKS. 

Q. 1523. What do Figs. 79 and SO represent? 

A. Fig. 79 represents main reservoir automatic drain cock. 
Fig. 80 represents the plain ^-inch standard drain cock, of the 
cock plug design. 



368 



Q. 1524. Explain the operation of the automatic drain cock. 

A. When there is air pressure in the main reservoir, the ball 
valve DC 67 is forced to its seat, preventing any escape of air. 
When the- air pressure goes off of the main reservoir, as at the 
end of a trip, after the engine has stood with the pump stopped 
for some time, the weighted handle DC 65 will raise the ball 
valve DC 67, when the moisture in the main reservoir may drain 
away. 

Q. 1525. Will it be necessary to drain the main reservoir by 
hand with this form of drain cock, provided the engine does not 
stand at the terminal point long enough to let all the air pressure 
off after the pump has stopped? 




Fig. 79. Automatic Main Reservoir Drain Cock. 



A. Yes ; it will be necessary to open this cock by hand in 
order to drain the main reservoir, while there is any pressure 
in it. 

Q. 1526. The plain drain cock, Fig. 80, must be operated by 
hand. In order to do this, whereabouts in the main reservoir 
should the drain cock be located ? 

A. At the lowest point in the main reservoir, and at the 
same time where it will be easily accessible to the engine man 
and inspectors. This applies also to the automatic drain cock. 

Q. 1527. What causes water to accumulate in the main 
reservoir? 

A. The water accumulated in the main reservoir is con- 
tained in the air that is compressed by the pump, and the quan- 
tity in the main reservoir is increased by the steam leakage 
round the stuffing boxes of the pump. This steam is taken in 



369 

at the air valve while the pump is working, and accumulates in 
the form of water in the main reservoir. 

Q. 1528. How^ should the main reservoir be piped so as to- 
prevent water going back into the brake pipe ? 



PIPE THREAD 




Fig. 80, Plain ^-Inch Main Reservoir Drain Cock. 

A. As shown in the various piping diagrams, care being" 
taken not to have the discharge pipe going from the pump to 
the first main reservoir too long. 



INDEX. 

TABLE OF CONTENTS. 

WESTINGHOUSE AIR BRAKE. 

Page 

Preface 3 

Air Brake, Beginning and Development of the 3-6 

Straight Air Brake, Introductory Description 6 

Air Pump, "Trigger" Form 6-8 

Air Pump, 6-Inch 8-9 

Pump Governor, Straight Air Form 9 

Pump Governor, Automatic Brake, First Form 9-12 

Brake Valve, Three- Way Cock Form 12 

Straight Air Brake, Improved 13-14 

Automatic Air Brake 15 

Triple Valve, Rubber Diaphragm Type 16-18 

Triple Valve, Center Feed Type 18-19 

Triple Valve, Leakage Groove Type •. . . . 20-21- 

Triple Valve, Plain, Freight Type 21-22 

Train Pipe Venting Valve 22-23 

Triple Valve, Quick Action, Pioneer Type, "360070" 23-25 

Brake Valve, Engineers, B-11 Type 25-27 

Equalizing Discharge Valve 27-28 

Engineer's Brake and Equalizing Discharge Valve, First 28-30 

General Description Quick Action Automatic Brake 31-33 

Air Pump 34-58 

8-Inch 34-37 

91^-Inch 37-44 

11-Inch 44-46 

Water Jacketed Type 46-48 

Compound Type 48-51 

Disorders and Remedies, 8-Inch, 9%-Inch and 11-Inch 52-58 

Oil Cup, Automatic 59-62 

Main Reservoir 63-65 

Governor, Air Pump 66-72 

Single Top 66-68 

Duplex 68-70 

Disorders and Their Treatment 70-72 

Brake Valve, Engineer's 73-97 

D-8 Type 73-75 

F-6 Type 75-77 

G-6 Type 78-84 

Slide Valve Feed Valve 85-89 

Disorders and Their Treatment 89-97 

Triple Valve, Plain 98-105 

Release Position 98 

Service Application Position 100-101 

Lap Position 101-103 

Emergency Application Position 103-105 

Triple Valve, Quick Action 108-108 

Charging and Release Position 109-111 

Service Application Position , 111-112 

Lap Position 112-115 

Emergency Application Position • 115-117 

Pisorders, Their Location and Remedies 117-125 



371 



Page 

Combined Automatic and Straight Air Brake 126-137 

Double-Seat Check Valve • 128-129 

Reducing Valve and Pipe Bracket 129-130 

Safety Valve 130 

Engineer's Brake Valve 130-132 

Air Gauge 132-133 

Advantages of the Combined Brake % 134-137 

High Speed Brake, General Description 138-139 

Variable Pressure and Friction 139-140 

Automatic Reducing Valve 140-147 

Main Reservoir Control, Duplex 148-149 

High Pressure Control System, "Schedule U" 150-152 

Retaining Valve, Pressure 153 

15-Pound, Standard Type 153-154 

Vestibule Type 154 

Three-Position, 25 Pounds and 50 Pounds Type 154-156 

Disorders and Remedies '. 157-158 

Automatic Slack Adjuster, Westinghouse- American 159-167 

Hand Adjustment of Piston Travel, Inefficiency of 159-160 

Piston Travel, Standing, Running and Lost 160-161 

Description of Adjuster 162-164 

Erection and Operation of Adjuster 164-166 

Practical Suggestions Regarding Adjuster 166-167 

Brake Cylinders and Auxiliary Reservoirs 168-170 

Air Signal Equipment 171 

Reducing Valve, Construction and Operation of 171-174 

Signal Valve 174-176 

Car Discharge Valve 176-177 

Disorders and Remedies 177-180 

Triple Valve Testing Appliances, Improved 222-232 



GENERAL 

Piping 181-182 

Foundation Brake Gear 183-184 

Braking Power 185 

Braking Power, Percentage of 185-186 

Brake Cylinder Pressures, Calculations, Etc 186 

Leverage 187-191 

Classes of Levers, Three 187-188 

Levers, Proportion of 188-189 

General Rule, A Bit of Useful Formulae 189-190 

Total Leverage 190-191 

Brake Shoe Clearance 191 

Piston Travel, Lost 191 

Designing New Foundation Brake Gear 192 

Calculating Braking Power on Car Equipped With Brakes 192 

Brake Shoes and Brake Shoe Friction 193-199 

Test of Engine Brakes, Round House or Terminal 200-202 

Trains, Handling 203-214 

Level Road Braking 203-207 

Grade Braking 207-20^ 

Double Heading 209 

Emergency Stops 209-211 

Bursted Hose and Broken Train Pipe 211-212 

Break-in-Twos ; 212 

Hand Brakes, Use of 212-213 

Bleeding Off Brakes 213-214 

Train Brakes, Testing, Road or Terminal 215-218 

Car Brakes, Test of, Repair Track and Shop 219-221 



372 

NEW^YORK AIR BRAKE. 

Page 

General Arrangement, Air Brake and Signal Apparatus 233 

Duties of Air Brake Parts 233 

Duties of Air Signal Parts 235 

Air Pumps, Duplex 236-239 

Dimensions of Cylinders, Pistons, Etc 236 

Description of Steam End of Pump 236 

Description of Air End of Pump 239-242 

Causes of Pump Pounding 242 

Causes of Irregular Steam Exhausts 242-246 

Causes for Pump Running Hot 246-247 

Characteristics of Improved Number 5 Duplex Pump 247-250 

Automatic Oil Cup for Cylinder 251 

Description of Operation of Automatic Oil Cup, Style A 251-252 

Description of Automatic Oil Cup, Style B 252-254 

Connections for Oil Cup 254-255 

Governors, Air Pump 256-260 

Description of Styles A, B and C 256-260 

Governor Disorders and Remedies 257-260 

Description of Duplex Pump Governor 261-262 

Description of Pump Governor, Single 262-263 

Pump Governor, High Pressure Control, Duplex 263-264 

Pump Governor, High Speed Brake, Triplex 265-266 

Brake Valve, Engineer's, Automatic - 267 

Brake Valve, Engineer's, Release Position 268-269 

Brake Valve, Engineer's, Running Position 270 

Brake Valve, Engineer's, Lap Position 271-272 

Brake Valve, Engineer's, Service Graduating Position 273-274 

Brake Valve, Engineer's, Automatic Lap Position 275^276 

Brake Valve, Engineer's, Emergency Position 276-278 

Brake Valve, Disorders, Location and Remedies 279-282 

Brake Valve, Engineer's, Instructions on 287-291 

Triple Valve, Plain 292 

Description of Styles A, C and E 292-297 

Triple Valve, Quick Action 298 

General Description of 298-299 

Service Application Position, Description of 301-302 

Service Lap Position, Description of 302-304 

Emergency Position, Description of 304-305 

Disorders and Remedies 305-308 

Style P, Description of 308-309 

Style S, Passenger 311-314 

Style H, Freight 314 

Style P, Passenger 314-315 

Brake Strainer and Drain Cup, Improved, Description of 307 

Combined Automatic and Straight Air Brake ,. 316 

Brake Valve, Engineer's, Straight Air 317 

Reducing Valve, Pressure, Straight Air Brake 318-319 

Check Valve, Double Seat 320-321 

Safety Valve, With Hand Release 322-323 

General Instructions Regarding Use of Combined Brake 323-327 

High Speed Brake. 

General Description of Brake, Method of Piping, Etc 328 

Compensating Valves, Description and Operation 331-340 

Compensating Valves, Piping Diagrams, Description of 334-337 

Compensating Valves, General Description of 338-340 

Air Signal Equipment. 

Pressure Reducing Valve, Description of 341-342 

Signal Valves, Style B, Description of 342-343 

Car Discharge Valve, Description of 344-347 

Air Signal Equipment, General Instructions 344-347 



373 



Page 

Duplex Straight Air and Automatic Brake 348-352 

General Description of Essential Parts 348-349 

Brake Valve, Duplex, Style D, Description of 342-350 

Pressure Controller, Duplex, Description of 351-352 

Brake Valve, Electric and Switching Service, Style E 353-357 

Motorman's Brake Valve, Description of 353-357 

General Description of Operation 354-357 

General Instructions for Handling and Care 355-357 

Pressure Retaining Valves 358-361 

General Description of 358-361 

Triple Valve Testing Plant 362-364 

General Description of 362 

Manner of Testing Triple Valves 363-364 

Car Brake Tester 365-366 

General Description of 365 

Instruction for Using 366 

Drain Cup Tender 367 

General Description of 367 

Drain Cocks, Main Reservoir 367-369 

General Description of 367-369 



LIST OF ILLUSTRATIONS. 
WESTINGHOUSE AIR BRAKE. 



Fig. 1 "Trigger" Type of Air Pump 7 

Fig. 2 6-Inch Air Pump 8 

Fig. 3 Pump Governor, Straight Air 10 

Fig. 4 Pump Governor, First Form, Automatic 11 

Fig. 5 Brake Valve, 3- Way Cock Type ; 12 

Fig. 7 Device for Discharging Brake Cylinder Pressure Under Each 

Car 13 

Fig. 8 Valve for Locally Discharging Brake Cylinder Pressure 14 

Fig. 9 Triple Valve, First, Rubber Diaphragm Type 17 

Fig. 10 Triple Valve, Plain, Centre Feed Type . . . .' 19 

Fig. 11 Triple Va! ve, Plain, Leakage Groove Type 20 

Fig. 12 Venting Valve, Train Pipe 22 

Fig. 13 Triple Valve, Quick Action, Pioneer Type, "360070" 24 

Fig. 14 Triple Valve, Quick Action, Pioneer Type, "360070" 24 

Fig. 15 Brake Valve, B-11 Type 26 

Fig. 16 Equalizing Discharge Valve, First Form 28 

Fig. 17 Engineer's Brake and Equalizing Discharge Valve, First Form. 29 

Fig. 18 8-Inch Air Pump 35 

Fig. 19 Air Pump. 9V2-Inch, Up-Stroke 39 

Fig. 20 Air Pump, 9i^-Inch, Down-Stroke 43 

Fig. 21 Air Pump, 11-Inch 45 

Fig. 22 Air Pump, Water- Jacketed 47 

Fig. 23 Air Pump, Compound 50 

Fig. 24 Automatic Air Cylinder Oil Cup. No. 1 59 

Fig. 25 Automatic Air Cylinder Oil Cup, No. 2 62 

Fig. 26 Governor, Air Pump, Open 66 

Fig. 27 Governor, Air Pump, Closed 67 

Fig. 28 Governor, Air Pump, Duplex 69 

Fig. 29 Engineer's Brake Valve, D-8 Type 74 

Fig. 30 Engineer's Brake Valve, F-6 Type 77 

Fig. 31 Engineer's Brake Valve, G-6 Type, Release Position 78 

Fig. 32 Engineer's Brake Valve, G-6 Type, Running Position 80 

Fig. 33 Engineer's Brake Valve, G-6 Type, Service Application Position 82 

Fig. 34 Engineer's Brake Valve, G-6 Type, Emergency Position 84 



374 



Page 

Fig. 35 Slide Valve Feed Valve, Closed 86 

Fig. 36 Slide Valve F|ed Valve, Open 87 

Fig. 36A Engineer's :«-ake Valve,. G-6 Type, Plan View 91 

Fig. 36B Rotary Valve, Top View 92 

Fig. 36C Rotary Valve, Bottom View 92 

Fig. 37 Triple Valve, Plain 98 

Fig. 38 Triple Valve, Plain, Release and Recharging Position 99 

Fig. 39 Triple Valve, Plain, Service Position 101 

Fig. 40 Triple Valve, Plain, Lap Position 102 

Fig. 41 Triple Valve, Plain, Emergency Position 104 

Fig. 42 Triple Valve, Quick Action, F-36 Type 106 

Fig. 43 Triple Valve, Quick Action, F-29 Type 108 

Fig. 44 Triple Valve, Quick Action, Charging and Releasing Position. 110 

Fig. 45 Triple Valve, Quick Action, Service Application Position 112 

Fig. 46 Triple Valve, Quick Action, Lap Position 113 

Fig. 47 Triple Valve, Quick Action, Emergency Application Positon... 116 

Fig. 48 Slide Valve and Seat of Quick Action Triple Valve 117 

Fig. 49 Combined Automatic and Straight Air Brake, Diagrammatic 

View 127 

Fig. 50 Double Seated Check Valve, Straight Air Position 128 

Fig. 51 Double Seated Check Valve, Automatic Position 129 

Fig. 52 Reducing Valve Pipe Bracket 130 

Fig. 53 Safety Valve 131 

Fig. 54 Straight Air Brake Valve 132 

Fig. 55 Straight Air Brake Valve, Release Position 133 

Fig. 56 Straight Air Brake Valve, Lap Position 135 

Fig. 57 Straight Air Brake Valve, Bottom View 13e 

Fig. 58 High Speed Reducing Valve, Automatic 141 

Fig. 59 Slide Valve, Emergency Application Position 142 

Fig. 60 Slide Valve in Closed Position 143 

Fig. 61 Slide Valve in Full Service Application Position 143 

Fig. 62 Duplex Main Reservoir Control 148 

Fig. 63 Retaining Valve, Standard 15-Pounds Type 153 

Fig. 64 Retaining Valve, Wide Vestibule Type 155 

Fig. 65 Retaining Valve, Three Position for Heavy Freight Cars..... 155 

Fig. 66 Retaining Valve, Three Position, One-Half Section 156 

Fig. 67 Retaining Valve, Three Position, Outside View 157 

Fig. 68 Automatic Slack Adjuster, General Arrangement 162 

Fig. 69 Automatic Slack Adjuster, Sectional View 163 

Fig. 70 Slack Adjuster Pipe Connection ' 165 

Fig. 71 Freight Car Brake Cylinder, Reservoir and Triple Valve 168 

Fig. 72 Passenger Car Brake Cylinder and Triple Valve 168 

Fig. 73 Signal Reducing Valve, Open 172 

Fig. 74 Signal Reducing Valve, Closed 173 

Fig. 75 Signal Valve, Normal, or Closed Position ._ 174 

Fig. 76 Signal Valve, Open, In Operation 175 

Fig. 77 Car Discharge Valve, Closed 176 

Fig. 78 Car Discharge Valve, Open , 177 

Fig. 79 First Class Lever 187 

Fig. 80 Second Class Lever 188 

Fig. 81 Third Class Lever 189 

Fig. 82 Stevens System of Car Brake Levers 189 

Fig. 83 Hodge System of Brake Levers 190 

Fig. 84 Tender Brake Levers 192 

Fig. 85 Triple Valve Testing Device, Portable 223 

Fig. 86 Triple Valve Testing Rack 224 

Fig. 87 Automatic Controlling Valve, Sectional View 225 

Fig- 88 Automatic Controlling Valve, Vertical Section 226 

Plate A Diagrammatic Arrangement Passenger Brake System 16 

Plate B Diagrammatic Arrangement Freight Brake System 32 

.Plate C Diagrammatic Arrangement High Speed Brake System 138 

Plate D Diagrammatic Arrangement High Pressure Control System... 150- 



375 

NEW YORK AIR BRAKE. 

Page 

Fig. 1 Diagrammatic Arrangement Brake and Signal 234 

Fig. 2 Air Pump, Duplex, Pistons at Rest 238 

Fig. 3 Duplex Pump, Up-Stroke, Low Pressure Piston 240 

Fig. 4 Duplex Pump, Up-Stroke, High Pressure Piston 241 

Fig. 5 Duplex Pump, Down-Stroke, Low Pressure Piston 243 

Fig. 6 Duplex Pump, Down-Stroke, High Pressure* Piston 245 

Fig. 7 Duplex Pump, Number 5 Style 248 

Fig. 8 Number 5 Duplex Air Pump, Dimensions Diagram 249 

Fig. 9 Duplex Air Pump, Number 5 Type, End View and Plan View.. 250 

Fig. 10 Automatic Oil Cup for Oil Cylinder, Style A 251 

Fig. 11 Air Cylinder Automatic Oil Cup, Style B 252 

Fig. 12 Automatic Oil Cup Connection for 11-Ineh and Old Duplex 

Pumps 254 

Fig. 13 Automatic Oil Cup Connection for 8-Inch and 9%-Inch Air 

Pump 255 

Fig. 14 Pump Governor, Style C, Steam Valve Open , . 256 

Fig. 15 Pump Governor, Style C, Steam Valve Closed 258 

Fig. 16 Pump Governor, Style A 260 

Fig. 17 Duplex Pump Governor, Standard Method of Piping 261 

Fig. 18 Pump Governor, Single 262 

Fig. 19 Duplex Pump Governor, High Pressure Control 264 

Fig. 20 Pump Governor, Triplex, for High Speed Brake 265 

Fig. 21 General Arrangement Brake Valve, Supplementary Reservoir, 

Air Gauge, Pump Governor and Main Reservoir 267 

Fig. 22 Brake Valve, Engineer's, Release Position 268 

Fig. 23 Brake Valve, Engineer's, Running Position 270 

Fig. 24 Brake Valve, Engineer's, Lap Position 271 

Fig. 25 Brake Valve, Engineer's, Service Graduating Position 273 

Fig. 26 Brake Valve, Engineer's, Automatic, Lap Position 275 

Fig. 27 Brake Valve, Engineer's, Emergency Position 276 

Fig. 28 Brake Valve, View Through Body, Section A 277 

Fig. 29 Brake Valve, Cross Section 278 

Fig. 30 Main Slide Valve, Showing Cavity P and Ports in Face 279 

Fig. 31 Main Slide Valve Seat, Showing Location of Port 280 

Fig. 32 Brake Valve, Cross Section, Showing Passages H and 281 

Fig. 33 Main Slide Valve, Style A, Engineer's Brake Valve 287 

Fig. 34 Main Slide Valve Seat, Style A, Engineer's Brake Valve 288 

Fig. 35 Engineer's Brake Valve, Cross Section 289 

Fig. 36 Brake Valve, Engineer's, Longitudinal Section, Style A 290 

Fig. 37 Brake Valve, Engineer's, Style A, Cross Section 291 

Fig. 38 Triple Valve, Plain, Style A 293 

Fig. 39 Triple Valve, Plain, Style C 295 

Fig. 40 Triple Valve, Plain, Style E 296 

Fig. 41 Triple Valve, Quick Action, Release Position 298 

Fig. 42 Triple Valve, Quick Action, Service Application Position 300 

Fig. 43 Triple Valve, Quick Action, Service Lap Position 302 

Fig. 44 Triple Valve, Quick Action, Emergency Position 303 

Fig. 45 Brake Strainer and Drain Cup, Improved 307 

Fig. 46a Triple Valve, Quick Action, Style F 308 

Fig. 46b Triple Valve, Quick Action, Style F 309 

Fig. 47a Triple Valve, Quick Action, Style S 312 

Fig. 47b Triple Valve, Quick Action... 313 

Fig. 48 Combined Automatic and Straight Air Brake 316 

Fig. 49 Straight Air, Engineer's Brake Valve, Style C 317 

Fig. 50 Reducing Valve, Straight Air Brake 318 

Fig. 51 Double Check Valve, Straight Air, %-Inch 320 

Fig. 52 Hose Connection, Straight Air Brake, %-Inch . 321 

Fig. 53 Safety Valve, With Hand Release 322 

Fig. 54 Combined High Speed and Straight Air Brake 328 

Fig. 55 Compensating Valve, High Speed Brake, Style A 329 

Fig. 56 Compensating Valve, High Speed Brake, Style B 330 



Y 24 1905 



376 

Page 

Fig. 57 Compensating Valve, High Speed Brake, Style A-1 .' 332 

Fig. 58 Compensating Valve^ High Speed Brake, Style B-1 333 

Fig. 59 Compensating Valve, Piping Diagram, Style A and A-1 334 

Fig. 60 Compensating Valve, Piping Diagram, Styles B and B-1 336 

Fig. 60A Compensating Valves, Bushing of. Showing Ports 337 

Fig. 61 Train Air Signal Equipment .' 342 

Fig. 62 Air Signal, Pressure Reducing Valve 341 

Fig. 63 Air Signal Valve, Style B, Sectional View 342 

Fig. 64 Air Signal Valve, Style B, Outside View 343 

Fig. 65 Car Discharge Valve 344 

Fig. 66 Signal Whistle 345 

Fig. 67 Signal Valve, Style A 347 

Fig. 68 Duplex Straight Air and Automatic Brake 34g 

Fig. 69 Brake Valve, Duplex, Style D 349 

Fig. 70 Pressure Controller, Duplex 351 

Fig. 71 Brake Valve, Switch Engine and Motorman's, Style B 353 

Fig. 72 Brake Valve, Exterior and Plan Views, Style E 354 

Fig. 73 Pressure Retaining Valve, Freight Car 358 

Fig. 74 Pressure Retaining Valves, Style P V 359 

Fig. 75 Pressure Retaining Valve, Style V R 360 

Fig. 76 Triple Valve Testing Plant 362 

Fig. 77 Car Brake Tester 365 

Fig. 78 Tender Drain Cup and Brake Pipe Strainer 367 

Fig. 79 Drain Cock, Automatic, Main Reservoir 368 

Fig. 80 Drain Cock, Main Reservoir, Plain %-Inch 369 




^ 



LEMy'08 



